COB VETTE NEWS. Notes from the President. What s Happening This Month. Since Volume, 36 Issue 1. January January 14 th Meeting 7:00 pm

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1 COB VETTE NEWS Since 1981 Volume, 36 Issue 1 Notes from the President Thank you, Karen, and Lowell Rothenberger for chairing the annual Christmas Brunch held at the Columns Banquet Facility in Elma. The food was great and we had a second year in a row with over 100 members and guests in attendance. And thank you to all the members for your generosity in donating Toys for Tots. Next year s Cochairpersons are Carole Blandford and Nancy Conroy. Mark your calendar for Saturday, April 1st for COB Annual Dinner and Dance to be held at La Galleria in Orchard Park and chaired by Debbie Schafer. More details to follow. The officers and board members held our end of year budget meeting a few weeks ago. The purpose is to review expenses and revenues for 2016 and prepare a 2017 budget that we will finalize and present to the membership in the future. At the meeting, we discussed the car show, caravan, Christmas Brunch, Dinner dance, picnic, pizza party and many other events the club enjoys. Thank you to John Biggie for issuing the member survey form which asked which major events you which to continue or discontinue and also asking for input on new events. Unfortunately, John received less than a 10% return on the survey. And thank you Skip Polowy for your preparing the budget plan and providing the meeting location. If you have any ideas for a new event or activity you feel the membership would enjoy, please bring it to the attention of Lynda Graham our Activity Chairperson. Have a Happy and Prosperous New Year! Hope to see you soon! Frank January 2017 What s Happening This Month January 14 th Meeting 7:00 pm OFFICIAL PUBLICATION OF 1

2 Officers President Frank Pastore Vice President --Mike Buccilli Treasurer Marianne Pastore Secretary John Biggie Board of Directors Sue Brownlee Dick Brownlee Debbie Schafer Bruce Graham Lynda Graham Skip Polowy Rich Zahner Committees Membership Newsletter Phone Comm. Sunshine Comm. Webmaster Activities Dir. Club Photographer Or Barbara Lipome Dennis Buckley Lynda Graham Karen Rothenberger Diane Skeide Jim Bonus Lynda Graham Dan Krakowski Face Book page Manager Dan Wroblewski Liaison for Out of Town Corvette Clubs Mike & Lee Buccilli Meeting every second Saturday of the month at First Presbyterian Church 9675 Main St. Clarence, NY, Meeting starts 7:00 p.m. January Birthdays 6 th Mike Buccilli 7 th Bonnie Binger 7 th Lorry Kwiek 10 th Linda Graham 16 th Nicolet Brett 19 th John Haller 19 th Nancy Conroy 22 nd Juan Phillips 29 th Matt Behr 31 st Patti Parrish 31 st Mike Gruber January Anniversaries 1 st David & Carol Hall Visit us at: Send Newsletter Articles To: Dennis Buckley djbuckley40@yahoo.com Submissions must be in by the 27 th Late submissions will be published the following month. 2

3 Christmas Brunch 2016 On Sunday, December 4, 2016, 100 members, prospective members and guests gathered at The Columns Banquets for our annual Christmas Brunch. Again this year we had 2 Marines, Dan Heider and Victor Rodriquez as our guests. They were very happy to receive our contributions to Toys for Tots. Thank you to all who brought in the many unwrapped toys. They were all loaded into our van and stored there until Monday morning when Victor Rodriquez picked them up We enjoyed the beautiful banquet room with the great view of the back patio again this year. The Columns prepared a great brunch with cheese and crackers, three different juices, garden salad, chicken souvlaki, roast beef, penne florina, baby red roasted potatoes, garden vegetable blend, pasta salad, relish tray, rolls and butter, an ice cream sundae dessert and coffee and tea. Nutcrackers guarded each table as the centerpieces. pocket calendars and Christmas pencils were favors for everyone. One Christmas pencil at each table had an X on the eraser. That lucky person took home the nutcracker. Anyone who was unable to attend the brunch can receive his or her pocket planner at the January meeting. Barb Lipome will have the extras. COB sponsored a raffle in which 20 lucky people took home $ T-shirts were also raffled off. We hope everyone enjoyed the brunch and had a very Merry Christmas. Our wish is for a healthy and Happy New Year for all. Karen and Lowell Rothenberger Brunch Co-Chairpersons 3

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7 The Great National Road Trip of Part 3 We are now at the Holiday Inn Express in Keystone, SD. The 69 is 1005 miles out from its wheels up in Chicago! Today (Fri, Sep 30) we are visiting Mt Rushmore which is only 3 miles from the hotel. We parked at the top level as we were advised we could get pictures of the cars with the monument in the background! After a couple hours there, we travelled to the Crazy Horse monument, which is a privately funded monument that is still in progress. Unlike the National Park at Mt Rushmore, which we get in free with our National Park pass, Crazy Horse costs each couple $22!! We stopped in Custer for lunch and then drove to Jewel Cave, another National Park. His is reported to be the third largest explored cave in the US and still has much left to explore, we took the tour and it included 723 steps down and up. My knees really felt that day. After returning to the hotel, we drove back in to Rapid City and has dinner at the Chuck wagon Restaurant, The building was a large barn style bldg. with bench tables and we received an authentic western Chuck wagon style dinner after which there people put on an excellent Western and Country music show! The next days (Sat, Oct 1) schedule was primarily driving thru the Black Hills. Since we were in the same Hotel for several days, we unloaded the 69 and were able to enjoy the scenery with the top down. We drove the Iron Mountain Highway which was fantastic with numerous views of Mt Rushmore. Then we took Rte. 87, also known as the Needles Highway. This is one of the most unique rides I've ever been on. Corkscrews on the roads to achieve the elevations and views of the geological features known as needles were constant. When we got to the top, we were at the bottom of one of these huge needle shaped rock spires, and the road went right thru the bottom of it!! Traffic had to stop on both sides as the opening is so narrow, only one car or pickup will fit thru it. Large motor homes have to turn around and go back. After coming thru the Needles, we stopped at Sylvan Lake, a beautiful mountain Lake with huge rocks sticking out of the water. We were told that scenes in the movie National Treasure were filmed here. On Sunday, we got to sleep in late as the day s activity was a ride on the Black Hills RR from keystone up to Hill City. Thee train station is right in the middle of keystone about a block from the hotel, so we all walked over together so we could sit together on the same car. The ride to Hill City of 15 miles included a steep decline into the town. We spent an hour there seeing the town then boarded the train for the return ride. 7

8 I thought they would need a pusher engine to get us back up the hill, but the old steam engine pulled the ten car train up the hill on its own. When we got back to Keystone, we got in our cars and drove back to Hill City for a dinner at the Chute Chicken Restaurant. John Meyerhoff to be continued; Pics are Mt Rushmore, The Needles Tunnel and The Hill City Depot. 8

9 The supercharger on the 6.2L V8 engine (RPO LT4) of the Corvette Z06 and 2016 CTS-V produces distinct sounds at different engine RPMs. The sound of the supercharger is different than other various engine noises, such as the high-pressure fuel pump, vacuum pump, and valve train or transmission flexplate. Supercharger Noise Diagnosis A normal amount of rattle/rumble noise can be heard along with a high-pitched noise that sounds like a generator electrical noise. The rattle/rumble sound also changes with temperature (it s more noticeable on a warm engine). Supercharger Operation The Roots-type supercharger on the LT4 engine (Fig. 8) is a positive displacement pump that consists of two counter-rotating rotors installed into the lower intake manifold housing. The rotors are designed with four lobes and a helical twist. The rotors of the supercharger are designed to run at a minimal clearance, not in contact with each other or the housing, and are timed to each other by a pair of precision spur gears that are pressed onto the rotor shafts. The rotors are supported at each end by self-lubricating, non-serviceable bearings. The drive belt pulley is pressed onto the input shaft. The input shaft is coupled to the rotor shaft. Both the belt pulley and shaft coupling are non-serviceable. The supercharger is designed to increase the air pressure and density in the intake manifold. When this air is mixed with the correct amount of fuel the result is more power from the engine. This excess air creates a boost pressure in the intake manifold with a maximum engine boost of 66.9 kpa (9.7 psi). Because the supercharger is a positive displacement pump and is 9

10 directly driven from the engine drive belt system, boost pressure is available at all driving conditions. Supercharger Sounds Here are some typical sounds that are generated by the supercharger. Whine: Whine noise is typical of all superchargers and is not a reason to replace the supercharger or other components. Supercharger whine, inherent to the Roots design, results from eight pulses per engine revolution, 2:1 drive ratio x 4 lobes. The air induction system structure and acoustic resonators are designed to minimize whine. Whistle: A whistle noise is generated by tooth contact of the spur gears between the rotors. For instance, a low level whistle may occur at 2,300 2,800 RPM at 80 percent load driving up a very long grade. Although most of these conditions are addressed by sound path isolation to the passenger compartment, some can still be heard by a very critical ear. Supercharger Rattle or Growl: Supercharger growl may be heard at low speed or idle, with the engine under light load. Minuscule crankshaft speed variations, influenced by the torque converter, transmission, drive shaft, differential, and tires, are transmitted through the flexible drive belt to the supercharger. Operating in very thin air, the rotors oscillate and cause the load to alternate from the drive to driven sides of the gear teeth. The entire supercharger drive system is tuned to minimize this noise. Internal Isolator Rattle: The supercharger s internal isolator between the pulley and the rotor shaft is designed to minimize a knocking sound when the engine is turned off and the mass of the supercharger rotor set is suddenly jerked to a stop, and it is tuned to minimize the normal engine firing pulses passed on to the supercharger rotor drive gears. It is active only in an unloaded condition, low engine speed point where boost is not requested. If the engine or one of the components in the driveline is not operating to design intent, the isolator may make a harsh, intermittent rattle sound that often goes through cycles as the engine speed or other conditions change slightly. 10

11 Reprinted from: Mid-Engine Corvette Coming in 2019 while C7 Runs through 2021 By Keith Cornett - Photo Credit: Photo: Glenn Paulina / KGP Photography It seems like more and more C8 Corvette news that was so hard to come by earlier this year is finally starting to make its way out to the public. This latest report on the next generation Corvette comes from the Detroit News who cited unnamed sources as saying the mid-engine Corvette will debut in 2019 while the front-engine C7 Corvette will stay around until This all appears to follow the C8 timeline that we ve been hearing about including the possibility of the C7 and C8 programs overlapping. According to recent reports, the C8 known internally at GM as Emperor will make its public reveal in early We assume that debut will come during the 2018 North American International Auto Show in Detroit. When production of the mid-engine C8 Corvette starts, it will be as a 2019 model year. 11

12 Now this is where things get interesting. Switching the architecture of the Corvette from front-engine to a mid-engine design would be the most radical change in the Corvettes since the 1963 first came in Coupe body design. And while that change was done 10 years into the program, getting current Corvette enthusiasts on board for the C8 s radical makeover may be a lot harder than explaining the benefits of putting the engine behind the driver. Think of hubbub surrounding the C7 s controversial tail light design and then multiply that by So to keep Corvette s lunatic fringe at bay as the mid-engine Corvette begins production, Chevrolet will continue to offer the current front-engine C7 Grand Sport and Z06 models through This allows both models to be sold side-by-side and allows the mid-engine Corvette three years to grow and gain acceptance before the front-engine model official is retired. Although not said in this report, we do expect that the mid-engine Corvette will morph into multiple models following its inaugural year based on performance and price as Chevrolet has offered previously. The Detroit News report goes on to say that the mid-engine Corvette program, once signed off by Bob Lutz and former Corvette Chief Engineer Tom Wallace in 2007 before being shelved during 2009 s bankruptcy is now being championed by Mark Reuss, GM s Global Product Development chief. It s happening. Mark Reuss wants it, says an unnamed former GM employee and he adds, It s the worst-kept secret in town. Source: detroitnews.com 12

13 More Proof: Corvette Engine All but Confirms GM's Mid-Engine Supercar Three outcomes can be gathered from this: that GM engineers are insane, wizards, or that the mid-engine 'Vette is here. Two new pieces of information have emerged from the recesses of Reddit confirming that yes, General Motors is planning on committing ultimate sacrilege for the upcoming 2018 Chevrolet Corvette. Actually, it s just one piece of information in the form of a document detailing a huge shift in engine design philosophy for the Corvette that helps us get a bit closer to confirming the second rumor. That would-be Chevy s biggest worst-kept secret: that the 2018 Corvette will be offered with an engine placed squarely in its midsection. It all boils down to a few numbers and letters in a document on GM s service website detailing passenger car engines for GM s 2018 models. What we re concerned with is the last row on page five, which mentions an engine called the LT5 with a book code of Y, GM s internal designation for the Corvette model line. The LT5 row reads, ENGINE GAS 8 CYL, 6.2L, SIDI, DOHC, VVT, ALUM, GM. If the engine really is to go into the 2018 Corvette, it signifies a huge shift for the sports car because of the letters DOHC, or Dual Overhead Cam. A Corvette signature has been the pushrod V8, which makes its exhaust note sound like a muffled pop, delivers torque at low RPMs, and struggles to reach high revs or change speeds rapidly. By switching to an overhead cam, the new Corvette will have a higher redline, change RPMs faster, and be a tad bit heavier. Interestingly enough, the only other time GM has used the engine code LT5 is in the ZR1, which was the only other Corvette to ditch the pushrods in favor of overhead cams. The lack of mention of forced induction is a bit of a head scratcher because if the LT5 goes into the upcoming ZR1 as it s expected to, then GM engineers will have to work some form of magic to find a way to out-power the current Z06 s 650 horsepower unit. This is unlikely given that GM engineers only have 6.2-liters to work with. The only workaround, as mentioned by The Drive, would be that Chevy is planning to debut the midengined Corvette under the ZR1 moniker. This would make sense given that the ZR1 is supposed to be the track-focused option, but racetracks are something that the Z06 handles just fine. The only way GM would feasibly be able to squeeze significantly better lap times out of the Corvette would be to shift its engine to the center of the car, and with a lower weight and greater emphasis on handling, more horsepower wouldn't be needed. The mid-engine Corvette is the rumor that will never die, and we hope it never does but instead leaves purgatory and comes to life to kill the Ford GT s monopoly on the American supercar. 13

14 COB Members Recipe Page Potato Chip Cookies 1 stick (1/4 lb.) butter and 1 stick margarine 1/2 c sugar 1 3/4c sifted flour 1 Full cup crushed potato chips ** 1 tsp vanilla 1/2 c chopped nuts (optional) ** can be substituted with Rice Krispies, Corn Flakes, etc. Cream butter and margarine, add sugar a little at a time, Beat until fluffy. Mix flour in, by hand, add vanilla, fold in the potato chips and nuts. Drop, by small spoonful s, on ungreased cookie sheet. Bake, at 350 for about 15 or 20 minutes until very lightly browned. Sprinkle with powdered sugar before they cool off completely. It is better to place dough in refrigerator for a couple of hours before forming cookies on pan to be baked. Dough also may be refrigerated over night. If too stiff, allow to remain at room temperature for about 15 or 20 minutes before forming cookies for baking. Debbie Schafer 14

15 Caveat Emptor Numbers Matching Corvettes Posted on Oct 23, 2016 By Dave Cruikshank Caveat Emptor The phrase and its use as a disclaimer of warranties arise from the fact that buyers typically have less information about the good or service they are purchasing, while the seller has more information. The quality of this situation is known as information asymmetry. Defects in the good or service may be hidden from the buyer, and only known to the seller. There s been much talk over the years about numbers matching Corvettes. Such cars can easily bring 20-30% more in sales price than a non-numbers matching example and are considered by many to be the purest Corvette one can buy. Add a really rare option such as an L-88 big block and the difference could be in the six-figures. When it comes to describing engines, many familiar phrases such as numbers-matching, date-correct, original-type, factory replacement, restamped, and restorod are bantered around as well. In other words, if a seller is placing a higher value on a car because of the engine in it, then you have to decide exactly how correct the engine is and how much more you will pay for a car with a correct engine rather than an incorrect one. Hence, it should come as no surprise that there are more than a few instances where non-original engine blocks have been restamped to make a car with a replacement engine into one with an original engine. 15

16 Collector car insurer Hagerty, tells the story of a recent high-end Corvette sale at auction and illustrates an increasingly common pitfall in buying a collector car. One Midwestern buyer recently learned his lesson after finding out that the 1967 big-block Corvette roadster he bought for more than $100,000 might be worth far less. He hired a Corvette expert, Kevin Mackay, to inspect the car, but only after it had been rejected by a judge from the National Corvette Restorers Society for having a reproduction trim tag. Stamped engine block number Typical body tags Mackay explained that the term numbers matching simply means the tags match the numbers stamped on the engine and transmission. All can be faked. By rubbing lacquer thinner near the 1967 s trim tag, Mackay uncovered overspray of its original color, Marlboro Maroon. Using the same technique on a hidden part of the dash revealed the interior color to be Saddle. Without the Corvette s original tags, though, Mackay could not know its true powertrain and options, though the NCRS judge identified components that would suggest it had been built as a small-block car. 16

17 Taking a bath on a high-end car wouldn t be much fun. This particular buyer sued and ended up losing in court. According to Hagerty, The court decreed that buyer had purchased exactly what the seller offered: a white 1967 Corvette roadster with a 427, four-speed and blue interior. The seller never claimed the car was authentic; the buyer only trusted that it was. Bottom line? Stay clear of auction house sales unless you accept that in the frenzy of bidding, you surrender the option to preinspect before you buy. If an auction car came with NCRS documentation that would probably lessen the risk for a buyer. We think buying a car from a reputable dealer ProTeam/Terry Michaelis or Corvette Mike s comes to mind would be acceptable as these guys have been in business for years and are noted experts. Whether or not the numbers match may be the least of your concerns. A wrecked or rebuilt car or a color change is more of an issue as far as we re concerned. If you re buying a collector Corvette, hire an inspector/guru that can tell the real cars from the fakes. $500 spent before the sale could make all the difference in the world. Happy hunting and use due diligence. 17

18 Prospective Member Article Transition, -in style Mark Craft 12/27/16 I can remember when a big event for our family was to go for the Sunday drive. I would always try to get a window seat in the back of my parent s Chevy, so I could watch the world go by. As far as I can remember, my head always turned when I saw a Corvette. It wasn t until high school when I finally got my first ride in one. My buddy Louie, who was also a motor head from day one (we used to build go carts and mini bikes together when we were eleven) pulls up in front of my (parent s) house with a beautiful blue 69 Stingray, which I thought was one of the most futuristic and cool machines in existence. I remember two things, it rode like a truck, and all I could see was the dashboard. But none the less, I was thrilled, this thing is amazing! At that time, I was the proud owner of my parent s 66 Caprice, and found it was kind of nice to be able to travel around town with a car full of my closest buddies. Then the oil embargo hit, and during my quest for a six cylinder Camaro convertible, I came across a Firebird that was from the South, in such beautiful condition, that I just couldn t refuse it. Fast forward 41 years, and my admiration for the Corvette never waned, my head still turns. I had since experienced numerous Formula One and Indy car races (Montreal, Mosport, & Watkins) from the stands, and then somewhere I saw a cut-away drawing of the C6, and I was impressed with the similarities between it and the track cars. This thing has definitely evolved! But with kids in tow, the 67 Firebird 400 was still doing the trick for the four of us, and we enjoyed many cruise nights. So, then it begins, we re looking at empty nestdom, and at each other, thinking what do we enjoy doing together, what would be nice? Easy for me: horsepower, winding roads, scenery, & meeting people. Janet also enjoys the drive, scenery, and the destination, especially if there s an opportunity for a good photo. We needed a newer car that would give us the increased range for travel. 18

19 She wanted a sports car and I wanted something with a little power, for the fun factor. I drove a few muscle cars, but they didn t click. They were all too much car. Then more and more articles began surfacing about the new 17 Corvette Grand Sport. This car peaked my interest and I struck up a relationship with Bill W. at Paddock. Before long I had sold the Firebird and Janet and I were test driving a C7 Stingray. Needless to say, we were both impressed. The wheels were in motion. We decided to wait for a Grand Sport and were finally able to place the order in mid-august. Five weeks later we were enjoying colorful fall foliage runs. It must have been about a year ago, when I was talking with my friend at work, Bruce Epolito, when I learned he had sold his classic 60 s Corvette and bought a new C7. When I mentioned what, I had done, he recommended the COB Club. I have since attended a couple of meetings and Janet joined me for the Toys for Tots luncheon. Everyone we have talked to has been very cordial and welcoming! Discussions I have had, especially with Pete, have been very informative. I can appreciate and understand his technical advice, having been a car guy for all those years. I see this as a great opportunity to meet more great people of the club, learn about the car, and have fun participating and supporting the activities. Thank you for your consideration, Mark Craft I have also attached a photo of the car (2017 Corvette Grand Sport), as it sits in storage, inside the Bubble I fabricated for under $10. The constant air movement prevents condensation, in a detached garage, when we get temperature swings in the weather. I have successfully made these for my custom motorcycles over the years and I would be happy to share the recipe with anyone. 19

20 American and European auto manufacturers experimented with fuel injection as early as the 1930s, but it was not until the 1990s that fuel-injected vehicles invaded dealerships nationwide, and long gone were the days of the carburetor. Automakers quest to control fuel more efficiently, while improving performance, eventually led to a boom in automotive electronics. Demands for cleaner emissions and improved safety and comfort features, resulting in the highly-sophisticated computerized network of today s vehicles. Among the American pioneers, one carmaker leaped to the forefront by introducing its first gasoline fuel-injected vehicle in That futuristic automobile was a Chevrolet, and not just any Chevy, but the Rochester Ramjet fuel injected Corvette. Corvette s fuel injection was quite an innovation, especially since most manufacturers did not introduce fuel injection until the 1980s. As we reported in our article Bow Tie Breakthroughs: Chevrolet s Ramjet Fuel Injection, the system s internal fuel meter adjusted the amount of fuel flow based on engine load and RPM. The Ramjet was a continuous-flow fuel injection system that delivered fuel to all of the cylinders simultaneously from a central spider of injection lines. It included a fuel reservoir similar to a carburetor s float chamber. 20

21 Chevrolet Rochester Ramjet Fuel Injection In 1957, Chevy did it again by introducing the first Corvette Fuelie. Along with Corvette s first four-speed manual transmission, it was available in two options boasting 250 or 283 horsepower. Power continued to increase, and by the time the last Fuelie made its last appearance in 1965, it was generating up to 375 horsepower. The Fuelie produced one horsepower per cubic inch of displacement and was considered a significant milestone in gasoline-engine performance, achieving zero to 60 mph in six seconds with a top speed of 132 mph. The last production incorporated a Crossfire throttle body injection (TBI) system and two computers. The mechanical fuel metering adjustments of the Ramjet were now a thing of the past. Smart Vette! The first Corvette ECM, or engine control module, also made its appearance in the 1982 model. Still a primitive box that responded to numbers or signals, the computer or module knew that if it was given a zero, its response would be a one, and so on indefinitely a basic binary system. The new engine module collected information from sensors with devices used to perform the required tasks acting as the actuators. While this may sound like something from a Transformers movie, the system is quite simple and elegant in design. Typical Automotive Network. Photo Courtesy of: PEI Technologies. Composed of two wires capable of carrying the data transmission between modules, the interaction between these computers is referred to as BUS Communications. The digital data uses unique computer languages, or voltage signals, so each computer on the network recognizes its signal and proceeds accordingly. The beauty of the system is that several commands, or hundreds of thousands of bits of data, can ride on the BUS at the same time. The transition from carburetion to fuel injection, and from mechanical to electronic, was a difficult time for the automotive repair industry. Technology accelerated rapidly and understanding the new computerized vehicles required highly technical and specialized factory training. The first modules were still unknown and not as user-friendly as the 21

22 highly-sophisticated modules of today. The new computer controlled vehicles were hard to diagnose, and it took a decade before the technician-to-module communication became the new norm in every automotive repair shop. Sensors and Actuators The first sensors were in charge of sending information to the engine module on conditions that would affect fuel delivery. These included an oxygen sensor (O 2), throttle position sensor (TPS), coolant temperature sensor (CTS), manifold absolute pressure sensor (MAP), and vehicle speed sensor (VSS), among others. The oxygen sensor, also known as a lambda sensor, is designed to detect the amount of oxygen that is left in the exhaust after combustion. Too much oxygen means the engine is running lean, or not receiving enough fuel. Too little oxygen means the engine is running rich or using too much fuel. Based on information from the oxygen sensor, the engine module makes minor corrections to bring the fuel-to-oxygen ratio within manufacturer predetermined parameters. Also known as the stoichiometric ratio, it is the perfect combination of air and fuel and burns for optimal engine performance. The TPS is connected to the accelerator pedal, and when pressed, it opens the air passage into the engine. The internal sensor detects this movement and sends an electrical signal to the engine module. The engine module interprets the signal as different stages of acceleration and commands its actuators in this case, the fuel injectors to inject more fuel. It does so by applying a voltage to the injectors causing them to open (like an on/off switch), and fuel pressure does the rest. The amount of time an injector is commanded on determines the amount of fuel injected. For every signal sensed there is an actuator response. Photo Courtesy of Arrow Electronics. The ECT is a hierarchy sensor in the under-hood network, acting as a thermistor-type sensor in that its voltage signal to the computer changes with variations in temperature. In response to reaching operating temperature, the engine computer activates the electric cooling fan in a simple input-processing-output format. The ECT signal is crucial during all 22

23 driving conditions. Skewed signals from the ECT can cause no-start conditions, lack of power, and erratic transmission shifts, among other symptoms. The MAP, also a hierarchy sensor, measures the lack of atmospheric pressure or vacuum inside the engine, while the VSS measures the speed at which the car is traveling. All of the signals from these sensors combine to relay information the engine module needs to achieve a perfect stoichiometric combustion ratio. GM was also the first manufacturer to introduce a diagnostic test port where a technician could connect a scan tool and communicate with the engine computer that nowadays incorporates one of the most user-friendly diagnostic systems in the industry. Too Many Wires! Computers, sensors, and actuators translated into more wiring in the car. As more comfort, safety, and emission controls were added, it became necessary to simplify the amount of wiring needed to execute all these electrical functions. The method of simplifying the wiring is referred to as multiplexing. Instead of more wiring, more modules were installed to monitor and command different sections and features giving birth to the controller area network, or CAN system. One of GM s automotive communication networks, CAN powers up the second it receives a signal from the vehicle s key transmitter. The modules necessary to disable the alarm, unlock doors, turn on lights, and start the vehicle wake-up and electrical signals, transmit among modules at speeds of up to 500 kilobytes per second. If one of the modules does not communicate, the engine computer may decide to turn the fuel injectors off and prevent the vehicle from starting. Because the CAN has the ability to self-diagnose issues, the engine and sensitive electronic circuits are protected from further damage. The ECM is the most powerful computer in the car. Among its many duties, it also performs a smog check every time the vehicle is driven. The engine control module monitors and controls air intake, fuel delivery, combustion timing, and emission controls. When these events fall out of set parameters, the vehicle s emissions increase due to improper air-tofuel ratio, or a malfunctioning emission control. The engine module detects these malfunctions and the service engine light is illuminated. When an auto technician connects a scan tool to the vehicle, it communicates with the other modules through the CAN network to access diagnostic codes and other information the technician uses to diagnose and repair. 23

24 Corvette Evolution The last Corvette with throttle body injection was the 1984 C4. The new 1985 Corvette model introduced tuned port injection to the 5.7-liter V8 engine and boosted horsepower to 230. In a multiport injection system (MPI) every cylinder has a designated fuel injector that is individually controlled by the ECM for extremely precise fuel delivery and correction. Correction occurs when the computer, via information from the oxygen sensor, determines that too much fuel was delivered. In response, it will shorten the injector on time for the next combusting cylinder, thus injecting less fuel. The engine computer s ultimate quest is to always achieve perfect stoichiometry. Each module in the automotive network performs millions of algorithm calculations per second and can output hundreds of trouble codes for a myriad of possible malfunctions. In 1986, Corvette introduced antilock brakes (ABS) as a standard option. With the new system, a new module the GM electronic brake control module or EBCM was also introduced. By 1987, horsepower climbed to 240 and up to 345 in the twin-turbo Callaway model. Digital instrument clusters also appeared on Corvettes during the 1980s. The new computerized systems became known as on-board diagnostics (OBD), and by 1996, the second generation of OBD standardized the computer language among all manufacturers, meaning a diagnostic trouble code for an engine performance problem is the same code used for every manufacturer. The modules self-diagnostics is a pass-fail system that generates DTCs, takes corrective actions as needed, and learns from its mistakes and achievements. The early 2000s introduced the C5 and boasted up to 15 onboard computers. Today, it is not uncommon for vehicles to incorporate a network of more than 20 modules. By the time the C7 was introduced in 2013, the Corvette network already included such sophisticated modules as a vehicle performance data recorder, human machine interface control module, telematics communication interface module, tire pressure indicator module, and even a parking brake control module, among others. Corvette s technological innovations sure make our Transformers movie comparison not so far-fetched, after all. With 27 onboard computers and counting, we can only imagine what the C8 will be capable of doing. The sky is no longer the limit Corvette Stingray. Photo Courtesy of Chevrolet.com. 24

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