Frequently Asked Questions about Corvettes
Answered by The VetteNet
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Batch access
When accessing the database in "batch" mode, you must construct a CJLI job which you must then submit to the appropriate server for execution. This means that you must know in advance what you want to do exactly. If you are not familiar with CJLI, you can use the following "job skeleton" to build up your database search job:
// job echo=no
Database search DD=rules cpulim=300 outlim=5000
//Rules dd *
search VATS in vettes
index
print body
/*
Just copy the above text, paste it into your message to listserv@asu.edu
and replace "VATS" with the string for which you want to
search. See below for info on more complex searches (such as multiple
keywords).
You will then receive a "DATABASE OUTPUT" file containing the results of your search. This file might look like this: (**=comments)
> search VATS in vettes **(searching for VATS) --> Database VETTES, 3 hits. > index **(give me an index of search) Item # Date Time Recs Subject ------ ---- ---- ---- ------- 000133 92/04/04 10:09 43 Advice on 86,87 000134 92/04/04 20:26 42 Re: Advice on 86,87 000137 92/04/05 00:59 63 Re: Advice on 86,87 > print body **(now print only the body) [messages would be printed here]More complex searches: some examples
search steering wheel in vettesYou can also use "and", "or", "not", and parentheses in a variety of combinations (remember, "and" is implied if you don't use quotes!):
Returns messages containing "steering wheel" as well as those containing both "steering" and "wheel". Not case sensitive.search 'steering wheel' in vettes
Returns messages containing the string "steering wheel". When you use single quotes the search is not case sensitive.search "steering wheel" in vettes
Same as above but double quotes make the search case sensitive.
search 'steering wheel' boltFor complete documentation on the database search functions, send the command "info database" to listserv@asu.edu.
search 'steering wheel' and bolt [same as above]
search 'steering wheel' or 'steering box'
search paint and (urethane or lacquer)
search paint and (urethane or lacquer not red)
So here it is in no order:
Try these on for size:
| mph | = (rpm * td) / (gr * rr * 336.13524) |
| mph | = 234 * (hp / wt)^(1/3) |
| et | = 5.825 * (wt / hp)^(1/3) [NOTE: for < 100mph] |
| = 5.825 * (235/mph) * ((mph-100)/400)^(1/3) [NOTE: for > 100mph] | |
| rpm | = 336.13524 * mph * gr * rr / td |
| gr | = td * rpm / (mph * 336.13524) |
| hp | = wt / (78655.65 * gr * rr / td / rpm)^3 |
| hp | = (torque * rpm) / 5252 |
Where:
'96 and Later Models
Info from: Stephen Brown - No connection to the organizations discussed.I just talked with Eckler's technical department (a guy named RJ, actually). The CAGS disconnect is now available for the 1996 LT4's!!! It does address the OBD II situation. The part number is 32542. It's brand new and I didn't get a price (who cares about the price!). This RJ guy said he would confirm some of the technical aspects of the connector to me tomorrow.
BTW, the reason I found this out was because I sent Eckler's an email yesterday about missing a big opportunity to sell merchandise. I suggested they get this connector in the works ASAP. When I logged onto email this morning, bingo...I had a reply from their customer service department. Not bad.
A: There are several electrical connectors going into the transmission. There are three two-wire connections on the drivers side of the tranny. Two of them are hooked up to large, brass colored protrusions that look big enough to be solenoids (and guess what, they are!). The third connection is to a small black box on the tailshaft of the tranny This is the speed sensor (no speedo cable on these babies!). Disconnecting this will stop CAGS, but also your speedo will not work and a CHECK ENGINE light will come on. Of the two final connections, on is up on the tailshaft. This is the reverse lockout solenoid. Actually, lockout is a bad term, I should say reverse enable solenoid, since when it is not powered on, you are locked out of reverse. The final connection is the CAGS solenoid....the furthest forward of the 3, pretty much in the center of the trans. Unplug it, tape it, forget it.
Although the Service Engine light won't come on, the PCM still stores and error code of 84 indicating the open circuit in the CAGS wiring. Since an open circuit (which a disconnected solenoid would be) using 2 wires can only be detected by _no current_ flow. Simply insert a resistance relatively close to the DC resistance of the solenoid coil across those wires. That way the current detector will still see the load, assuming the CAGS solenoid is still there and operational.
To find out the DC resistance, you will need an ohm meter, or a part number from the solenoid. One could guess, however. I would start out with about a 1K ohm, and work my way down, but be careful not to go too low. What is too low?? Best guess, don't go below 25 ohms - that's a half amp load to the circuit.
Q: Why does my Service Engine Light come on now that CAGS is disabled?
A: You most likely have 1996 or later car. In 1996, GM instituted the OBD-II standard on the F-Body computers. This makes modifying the car much more difficult than in the past. Simple changes (such as disabling CAGS) will cause the computer to sense a problem and light up the service engine light. Luckily, you can fool the computer into thinking CAGS is still connected.
The resistance of the CAGS solenoid is 15 ohms. Assuming 13.5 V, that means about 12 W are dissipated. Go to Radio Shack or any local electronics store and pick up a 15 ohms, 10 W resistor (about $0.50). 10 W should be fine as it will be mounted to the tranny which will work as a heat sink and the skip shift is only active a few seconds at a time, so there won't be much time for any extensive heat build up.
Simply put the resistor in place of the CAGS solenoid thereby closing the circuit and making the computer think CAGS is still connected. You can also buy some heat shrink tubing to put around the resistor to protect it. Then take a tie wrap and fasten the "eye" of the wire connector to the tranny so everything is nice and tight. The connection be returned to stock form in less than 5 minutes if needed and easily be duplicated again for $1.
Corvettes were of course no exception, if you figure that even today only a little more then a million corvettes have been built in 40 years that Corvettes have been around still makes them somewhat of a rare automobile to see on the road. Back 20 years ago Corvettes were indeed very seldom seen on the road. So of course the "wave" was the best way for one Corvette owner to acknowledge another Corvette owner that they were driving cars that were to be envied and admired.
Over the years the type of Corvette owner has changed. Many factors, including price, force today's owners of Corvettes to be older and most likely be employed in a professional field (lawyers, doctors, businessman, etc). Many of these people didn't understand or weren't told about this "wave" and what it meant or even didn't care. Anyway, less and less Corvette owners were waving (especially in the late model Corvettes).
Because of this a cry has gone out to "Save the Wave." To go out and try to make these people understand what the only true American sports car is all about. If we all start waving then maybe we can still save this sports car tradition and at the same time reaffirm to one another that we own and drive one of the best.
In 1969, Corvette News published an article about the Wave. Click here to read that article.
The radar commercial jammers do not work in any of our road test. The jammer idea that we had does seem to work, but we have used an oversize antenna; one that is too large for general use. We need do redesign with a smaller antenna and see if it still works.
It is still my feeling that the laser radar is easier to detect and defeat than the microwave radar. Time will tell on this one.
Finally I think it is possible to beat a laser radar ticket. I would use the following argument. The coherent laser light and incoherent visible light diffract differently. The equations that describe the diffraction of the two types of light are different. Therefore, the target that the cop sees in his telescope may not be the spot illuminated by the IR laser.....
I have in my current possession a ProLaser police laser radar. We are doing some more tests on the device. I don't know if I ever mentioned that at present there is no way for the police to calibrate the velocity measurement of the device. Because it does not use doppler shift as does microwave radar, the tuning fork method does not work. Contrary to what you may have read in popular magazines, the police have no way of testing the velocity measurement accuracy of the radar gun. This is because the pulse rate on the pulsed laser is too slow to use the tuning fork. Also, the radars are only recommended for use at a maximum range of 2000 ft. The beam diameter is 4 ft at 1000 ft range. This is not exactly the point size laser beam your read about in popular magazines. This is first hand information from the source - technical reference manual for the ProLaser.
By the way in the sales literature for the device they have a picture of a cop nabbing a red Corvette. Am I just being paranoid or what?
If you get nabbed by laser radar you should be able to beat it on the calibration issue alone, let alone the beam width issue.
Stainless Steel Brakes Corp. 34 page booklet covering disc brake system operation, maintenance, adjustments & troubleshooting.
If you are working on an old Corvette, you gotta have this book. It is an awesome assemblage of information unlike anything anyone else has ever put together on Corvettes. Noland got inside GM and walked out with blueprints and factory photos that reveal just about everything you'd want to know about old Vettes. Not cheap, but definitely worth the price. Volume 1 covers 1953-1962 models; Volume 2 covers 1963-1967.
Originally published in about 1972 and revised many times since, this book is the all time best selling Corvette history book. This book is the literary work that gave the Corvette "credentials" in the world of collectible cars. Before this book was published, the collector aspect of the Corvette hobby was almost non-existent. After it came out, everybody had to have a Corvette and prices began to escalate. The book has aged well and even if a few details are wrong (like the claim of only 240 fuelies in '57....actual is over 1000), it is still, in my opinion, the best thing out there.
Shows production figures by color, option figures, engine data, block and head numbers, month of production, etc.
95 pages packed with details and photos on the restoration of a rolling chassis. Chapters detail body removal, chassis shims, front & rear brakes, finishes, fasteners, frame markings and more. If you're really into restoration.
Very useful in preparing for a restoration project. The first book to cover genuine "factory look" restoration. Not your basic restoration manual. Includes 81 full-color photos and a detailed look at a 4,000 hour restoration of a '66 "big-block" by David Burroughs, the man who created the Bloomington Gold Certification.
Seat belt reference book with over 100 photos & illustrations of buckles, tags, and webbing; year by year. If you're really into restoration.
I would use this as a reference for identifying the different years. There is also some analysis of investment values in this book.
Michael Antonick is also the author of The Corvette Black Book.
A terrific resource for anyone about to buy their first midyear Corvette, with plenty to hold the interest of veteran owners as well. There's an overview of the history of the cars, an explanation of all the numbers (what they mean, how to decipher them, which ones are most important), and a section on what to look at when inspecting a prospective purchase. Finally, there's a detailed description of each model year with suggestions for things to look at that are specific to each year.
You will not regret buying this book, even if you are knowledgeable about midyears.
As many numbers as you could possibly want, in a small, convenient package. Actually fits in your pocket!
A complete guide to body lifting by someone who's been there. Includes comprehensive diagrams and a recommended vendor list. If you're really into restoration. Noland Adams also has 3 videos out: "How to Buy a Corvette", "Numbers, History and Documentation", and "Body Lift and Chassis Disassembly."
Has photos, numbers and detail on each year.
What: CM has books on every type of automobile as well as motorcycles, racing, restoration, street rods, trucks and tractors. They also have video tapes. Huge selection.
Pros: Huge selection, friendly and efficient service
Cons: ?
What: Selection is similar to Classic Motorbooks
Pros: Prices are similar to CM, sale prices are the lowest around. Several people have reported quick, friendly service.
Cons: ?
Corvette Quarterly is the re-incarnation of Corvette News, both of which are/were closely tied to Chevrolet. So it's the closest thing to an official GM approved/sponsored newsletter on Corvettes that you are going to get.
Vette Vues, out of Sandy Springs, Ga, is excellent for ads for parts and cars and adequate for article content.
Good coverage of all years and all interests, from the drag racer to the restorer. Occasionally cheesy (ie. scantily clad women in front of the cars) but otherwise good. Vette is a "general purpose" Corvette magazine.
Deals with the most minute imaginable details of how Vettes were assembled by the factory. Publishes an excellent quarterly magazine called The Corvette Restorer and a bi-monthly want ad magazine called The Driveline. Classified ads are free to members. Focus is on 53-77 Vettes.
If you would like to join, send your email and snail mail addresses to Eric Mortimer (ncrscincy@aol.com).
As the name implies the focus is on 53-62 Vettes only. Publishes a quarterly newsletter called Straight Talk that contains truly helpful information on correct parts, alternate sources, etc. President of SACE is a fellow named Noland Adams. Remember this name.
No other info is available.
If anyone from O.S. is interested in our club, the above is the contact name and address. Stephen Brown is the President, if you wish to address him personally. Yes! we do have a newsletter!
Check out the NCM Home Page!