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2013 Corvette Art Prints
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2013 Corvettes

2013 427 Corvette Convertible Paper/Metal Print
11" x 17" printed on heavy white card stock, signed & numbered by the artist.
$29.95 + $6.95 USPS Priority Mail 2-Day Shipping




Illustrated Corvette Series No. 207
2013 C6.R ZR1 Corvette Racer
"A Force To Be Reckoned With!"

Illustrated Corvette Series-II No. 192
2013 427 Corvette Convertible
"The Best C6 Corvettes?"

11x17 Color Print
$29.95 + $6.95 S&H


11x17 Color Print
$29.95 + $6.95 S&H

Illustrated Corvette Series No. 207
2013 C6.R ZR1 Corvette Racer
"A Force To Be Reckoned With!"
To read the story, CLICK HERE.


Illustrated Corvette Series No. 192
2013 427 Corvette Convertible
"The Best C6 Corvettes?"
To read the story, CLICK HERE.

11x17 Color Print
$29.95 + $6.95 S&H

11x17 Color Print
$29.95 + $6.95 S&H


Year-By-Year 2013 ZR1 Corvette
11x17 Color Print / $29.95 + $6.95 S&H




Here's the story:
Illustrated Corvette Series No. 207: 2013 C6.R Corvette Racer -
"A Force To Be Reckoned With"

Ever since the small-block Chevy engine was dropped into the Corvette in 1955, Vettes had been winning races.  However, through to the ‘80s, Chevy’s attitude towards racing Corvettes was odd. “Customers are racing Corvettes? Really?” seemed to be the “official” line. Thanks goodness they got over that. By the late ‘80s, Chevy was building specially prepared Corvettes for the Corvette Challenge Series. But it was the arrival of the C5 that was the game-changer.

The basic C5 was so good that Chevrolet decided GO RACING. Pratt and Miller Engineering and Fabrication was chosen to build and develop the new C5-R and organize the Corvette Racing Team. The debut ‘99 season saw the team take 2nd place in two out of five races and two 1st place wins and four 2nd place finishes in 2000. The ’01 season was the charm. In 10 races, the C5-R took seven 1st place wins, six 2nd place finishes, plus, 1st and 2nd at Le Mans! In six seasons, the C5-R won Le Mans three times (‘01, ‘02, & ‘04) and dominated the series in ‘04 by taking 1st place in all 10 races and winning 1st and 2nd place at Le Mans. The C5-R would be a tough act to follow.

The C6.R, using the new all-aluminum Z06 chassis, picked up where the C5-R left off by winning 10 of the 11 races of the ’05 season, plus 1st and 2nd at Le Mans. Of the 11 races in ‘06, the team won 1st and 2nd place six times. In ‘07 the team won 12 of the 13 races entered. 2008 was equally as good with the team winning 11 of the 12 races for the season. Overall, the C6.Rs won 1st at Le Mans four times. But fortunes changed in 2009. They won 1st at Le Mans, but only took 1st place in four of eight races. 2010 was worst, with the team only winning one of 10 races and two 2nd place finishes. Only slightly better was 2011 with two wins in 10 races. After analyzing the competition, the Corvette team concluded that the BMWs and Ferraris had better aerodynamics and were faster in the corners. The C6.R’s lack of adequate downforce and tire slip was causing rapid tire wear and extra pit stops.

The Automobile Club de l’Quest in France and ALMS changed the rules for 2012 to allow the Corvette and Porsche teams to race wider versions of their cars. Pratt and Miller built two “wide” C6.Rs used ZR1-like front fenders and lots of little improvements. The new C6.R/ZR1 measured 80.6-inches, two-inches wider than the previous C6.Rs. To accomplish this, the rear wheels were offset and the front A-arms were lengthened 1-inch. To cover the tires, the C6.R‘s fenders were puffed out some more. The additional 2-inches of track also lowered the car’s center-of-gravity. Rule changes allowed the rear wing of the C6.R to be raised 75mm to 25mm below the car’s roofline, creating more downforce. Up front, small dive planes (aka “whiskers”) were added to the front fascia, above the splitter. The rear fascia had large cutouts that increased the efficiency of the rear diffuser and reduce drag. Side-view “mirror spoilers” were designed for minimal resistance and a little additional downforce. Even the exhaust outlet was redesigned for improved engine performance and to create some additional downforce. The wider track and body allowed a ½-inch increase in tire width. The new Michelin tire sizes were 30/68-18 for the front and 31/71-18 for the rear. Plus, the tire’s compound and structure was revised. Under the hood, despite a .4-mm increase in restrictor plate size, the 5.5-liter engine (335.63-cid) saw a slight bump in horsepower and fuel mileage thanks to a revised intake manifold.

How did the new wide-body C6.R perform on the track? While the ‘12 and ‘13 seasons did not see the team dominate as they did from ‘05 to ‘08. For 2012, in 11 races the team took four 1st place wins and six 2nd place finishes. 2013 was better with five 1st place wins and two 2nd place finishes. Also, the team won the ALMS Manufacturer/Team Championship for 2012 and 2013. Plus the team won the ALMS Driver Championship in 2012 by Oliver Gavin and Tommy Milner and in 2013 by Antonia Garcia and Jan Magnussen. Le Mans is THE grand prize in road racing. In nine seasons of racing, the Corvette Racing Team won four times, with a 1-2 finish in ‘05. Bravo, C6.R! - Scott


Here's the story:
Illustrated Corvette Series No. 192: 2013 427 Corvette Convertible -
"The Best C6 Corvette"

Good things come to those that wait, right? But why did Chevrolet make us wait so long for the 427 Convertible? A look back at the C6 generation shows a whirlwind of activity. In the second year the aluminum framed, quasi-racer Z06 was added, followed by a special edition or two every year, the ZR1, and the Grand Sport. Plus, the C7 wa being designed and developed. Yes, the Corvette group had a lot on their plate, so I’ll let’m off the hook on the “why didn’t you do this sooner?” question.

Unless you don’t like open-air motoring or prefer the aesthetics of the Corvette Coupe, there’s nothing to not like about the 427 Convertible. When considering the 427 Convertible, think, 2011 Carbon Edition Z06, but with a steel frame. While Chevrolet’s official position is, “this is not a Z06 Convertible,” it might as well be. Road tests have consistently stated that for street use, the 427 Convertible feels very much like the Z06, demanding of the driver’s attention, but without the Z06’s harsh street manners. Let’s face it, the Z06 is as close to a club racer and a major manufacturer like Chevrolet will ever get. Especially for $75,600. Performance numbers are just a fraction of a tick off those of the Z06 and are nearly imperceivable on the street. That’s thanks to the 427 LS7’s amazingly flat horsepower and torque curve that provides stunning amounts of grunt from low rpms all the way up to its screaming 7000 rpm redline.

While the 427 Convertible costs $76,900 ($1,300 more than the basic Z06) this is a Corvette you can comfortably live with every day. Just about all of the Corvette’s many options are available, including the full range of colors, meaning that it’s not too difficult to option a 427 Convertible to the tune of $90,000 and some change. While technically a Corvette “parts bin” car, it’s not just a “drop in the big engine and you’re good to go” deal. There were some engineering challenges that aren’t obvious at first. Here’s what the 427 Convertible shared directly with the Z06.

The carbon fiber hood and fenders, along with the front fascia and wide rear fenders are from the Z06. The 7.0-liter 427 LS7 engine, 6-speed manual transaxle (sorry, the automatic is not available), and dry-sump oil system are Z06. The magnetic shocks, carbon fiber/balsa-wood floor panels, steering, and brakes are Z06 parts. Since the Z06 was designed to be a coupe and maintains its structural integrity via it’s fixed magnesium reenforced roof, the all-aluminum frame that’s shared with the ZR1 was deemed insufficient for the 427 Convertible. The base Corvette’s steel hydroformed frame is more than adequate for a street car, even in a roadster configuration.

The official performance numbers for the 427 Convertible are astonishingly close to the Z06. Motor Trend tests showed 0-60 times of 3.8-seconds, same as the Z06. The 60-0 distance was 101-feet (one foot shorter than the Z06). On the quarter-mile the 427 Convertible delivered an 11.8 et @ 121.5-mph (the Z06’s trap speed was 123.4-mph). On the skid pad the 427 Convertible recorded a 1.06g, where as the Z06 recorded a 1.08g. And on a closed track, the 427 Convertible turned in a time of 24.1-seconds with an average g-rating of .0.84, while the Z06 came in with a slightly quicker 23.1-seconds time with an average g rating of 0.90. Corvette engineers reaccelerated the suspension to compensate for the structural differences between the Z06 and steel framed roadster. The track numbers and seat-of the pants feedback tells us they nailed the combo.

Since the 427 Convertible was available in all colors and most of the Corvette options, including the 60th Anniversary package, there will no doubt be lots of interesting variations on the theme. Most will be unique, for sure. The C6 generation saw the Corvette become a “boutique” car, in that buyers can trick out their ride to the level of their checkbook. So, was the 427 Convertible “the best” of the C6 Corvettes? In terms of raw numbers, no. But Corvettes aren’t “just” about raw numbers. it’s a visceral, experiential thing. And when you factor in the open air motoring aspect, the answer is arguably, yes. - KST


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