#corbeau vinyl seats

[gsmperformance]

FRESH IN: The Corbeau Sprint Vinyl FIA Motorsport bucket seat, we're now displaying this seat in vinyl to show what Corbeau can do for those wanting a heavy-duty hardwearing trim with FIA approval. 🏁😁

SPRINT VINYL: https://www.sportseats4u.co.uk/product/corbeau-sprint-x-vinyl-motorsport-seat/

[s3mag]

Broader Perspective

As I was talking with Matt Grimes & the crew from CCOR, we stumbled into a conversation about how the best all-around builds usually ended up being a healthy mix of aftermarket parts ENHANCED with clever custom application.

See it’s all about a broader perspective.

Someone with skills, tools, and creativity can piecemeal together anything, from a hotrod to a Honda. They can raid junkyards, backyards, and Craigslist… & custom fabricate brackets, mounting points, brakes, flares, etc. You get the idea; they can create something cool. Something that gets attention, and deserves attention. We’re not knocking it.

But the reality is: There’s a fine line between ‘attention’ and actual bonafide ‘performance capability’.

No Ceiling

There’s also a fine line between a hobby, versus an industry. A hobbyist builds something in the garage for his own needs. Meanwhile the aftermarket industry creates innovative & improved products… and then SELLS those products to a hungry customer base, giving the enthusiast wider & better range of options.

Any chassis with strong aftermarket support, will be solidified as a strong chassis.

I mention this here, because Jeep has the strongest aftermarket of any vehicle on the planet. And as such, there is literally no ceiling as to where you can take one.

Matt Grimes from CCOR

This jeep came to us as a vehicle that had been built a couple of different times, and wheeled hard. After looking her over, it was clear that we had a good, solid platform at the core, but most-all of it had to go. We reused what we could.. and upgraded the rest.

The goal was to keep a low center of gravity, so we designed a low-profile cage, and stretched the suspension. We also used high-clearance fenders & corners to allow an even amount of up/down travel, and ensure an excellent ride quality both ON the trail… and TO/FROM the trail.

It’s a well thought out machine.

And while there is a ton of custom fabrication wrapped up in the build… the strategy was to buy as much store-bought aftermarket stuff as possible… and then COMBINE it with our knowledge of off-road performance & custom fab. Basically to use what is tried, true, and tested… and then make it even better for this particular application.

And even with something that came out looking this good, if asked of it, it would qualify & be highly competitive within its class. Next on the list is an LS engine and 480 transmission!

2004 Jeep TJ – 2.4L 4-cylinder engine w/ 5-speed transmission

SUSPENSION / AXLE

Rock Krawler 5in X Factor long arm lift kit – with 5in rear stretch

Currie Dana 44 front axle

Currie Dana 60 RockJock rear axle (both axles with ARB lockers)

Currie 1-ton steering upgrade

Currie front Antilock sway bar kit

Custom front & rear driveshafts upgraded to 1350 u-joints by Carolina Driveline

West Texas Off Road hydro assist for the steering and box

Advance Adapters Atlas II 5.0:1 transfer case

FOX 2.0 adjustable reservoir shocks on all 4 corners

ARMOR / BODY

GenRight corner guard blanks (custom modified to incorporate original rock sliders and MetalCloak rear rub rails)

MetalCloak Overline front tube fenders

Incorporated the rock sliders and corner guards and added rub rail to the rock sliders

-Tied all into frame

Incorporated a rollover hoop & brush guard hoop to existing front bumper

Full 9-point tie-in custom roll cage with integrated seat mounts & shock mounts, making it a fully encapsulated cage (safety first, then fun!)

Corbeau JP front seats in black vinyl and 5-point latch and link harnesses

PRP Premier lite rear seat (for the little ones – can be used for youth)

Rugged Ridge grab handles front & rear

Aluminum roof

Removable & adjustable high-clearance swing down tire carrier that can accommodate 35” up to a 40” custom fabricated by CCOR (triple bronze powdercoat)

Custom fabricated side mirror by CCOR

Custom fabricated Yeti cooler mount & tie-down fabricated by CCOR

Triple bronze powdercoating by Classic Powdercoating and Ceramics in Winterville, GA

Custom pinstriping by David Piatek of Athens, GA

Warn Powerplant winch & TrailGear 3×30 strap for recovery

WHEELS / TIRES

Raceline TR232 Monster beadlocks with custom triple bronze rings painted by CCOR

Interco SuperSwamper 36×13.50-17LT Irok tires

LIGHTING

(2) 20” Rough Country single-row light bars

Rough Country rear flush-mount reverse lights

Rough Country rock lights

Poison Spyder LED taillights

Poison Spyder A-Pillars for the custom cage

Poison Spyder hood louver for venting

ENGINE

RCI aluminum fuel cell & custom fuel cell mount – fabricated by CCOR

-Custom fuel system. Incorporated OE sending unit and retrofit with RCI system, so all dash gauges could be utilized.

-Routed all lines and used AN fitting

-Plumbed the fuel system with 2 fuel filters. One late-80s Corvette filter after the fuel pump, and one out of a 1988 K5 blazer before the pump. The Corvette filter has a high pressure return diaphragm, allowing us to use an aftermarket fuel cell & not inhibit fuel delivery (to and from).

-Incorporated original fuel lines with OE disconnect lines for ease of maintenance

Custom exhaust by Stephen Epps of Lord’s Exhaust in Commerce, GA

Text by Wooley & Matt Grimes   Photos by Wooley

Built AND Bought: The best all-around builds are usually a healthy mix of aftermarket parts ENHANCED with clever custom application. That's what this Jeep TJ build crushes. Broader Perspective As I was talking with Matt Grimes & the crew from CCOR, we stumbled into a conversation about how the best all-around builds usually ended up being a healthy mix of aftermarket parts ENHANCED with clever custom application.

[supsurfer1969]

Interior being made is a combination of vinyl and cloth. Used vertical stitching to keep the classic styling and red accent stitching to make it pop. New Corbeau front seats.

[thecardaddy]

1967 Chevrolet Camaro - $57,995.00

1967 Chevrolet Camaro. Frame off restoration almost complete. LS1 with painless wiring system, Automatic 4 speed with over drive. Dakota Digital Gauges, Vintage Air AC System, 4 way disk brakes. Billet March Performance Serpentine Pulley System. Dual exhaust, Viper Alarm System, Smooth Firewall. The rear and side windows still need to be installed but are included with the sale including the regulators. Headliner and carpet still needs to be installed which is included with this sale. Vehicle paint color is black. Shortly after paint was completed we had a vinyl wrap installed. Comes with two Corbeau leather seats for the front as seen in the pictures. The vinyl wrap color is 3M brushed black metallic. Clean Title in hand. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1967-chevrolet-camaro-cadillac-michigan-17215053

[itsworn]

6 New Speed Parts For Car Crafters!

1985-’96 Corvette

What it is: C4 disc brake upgrade

Why you care: In their day, the brakes on the fourth-generation Corvette were fine for the power level, but with power and speed getting easier by the day, not so much anymore! Wilwood’s Superlite 4R rear big brake kits for 1988-’96 C4 Corvettes (and cars cobbled from C4 parts!) offer two configurations for high-capacity braking on the street, slalom, or track. The OE brakes are replaced with four-piston SL4R calipers and 12.88-inch diameter rotors [https://wilwood.com/BrakeKits/BrakeKitsProdRear?itemno=140-14883-DR&year=1994&make=Chevrolet&model=Corvette&option=C-4+w%2f+STD+Brake+Option+12%22+Front+Rotor]. Kits are also available with an MC4 mechanical parking brake caliper.

Flexlines and parking brake cables specific to the C4 are available for all production chassis Corvettes. Universal cable kits and flexlines are available for custom builds using an adapted C4 Corvette suspension. Wilwood’s SL4R rear kits provide complete matching style, performance and balance when used with Wilwood front big brake kits.

How much: MSRP starts at $1,791.93

Learn more: Wilwood Disc Brakes; 805-388-1188; www.wilwood.com

1955-’57 Chevy

What It Is: Tri-Five handles

Why you care: Classic Industries’ reproduction outer door handles for 1955-’57 Tri-Five Chevy [https://www.classicindustries.com/product/tf400417b.html] will have your Bowtie looking great in no time! It doesn’t matter what Tri-Five you own, they’ve got you covered with fitment for two-door hardtop/convertible, four-door hardtop, two- and four-door sedan, and four-door sedan/hardtop models. Each set is accurately contoured to fit like the originals and feature factory correct style buttons with a quality chrome-plated finish for a lustrous bright shine. Sold in sets only. Mounting hardware included.

Part No.:           Description: TF400417B        two-door hardtop/convertible (restorer’s choice) TF400414B        four-door hardtop (restorer’s choice) TF400415          two- and four-door sedan (restorer’s choice) TF400416          four-door sedan (restorer’s choice) TF400414B        four-door hardtop (restorer’s choice) TF400417A        two-door hardtop/convertible (standard replacement) TF400414A        four-door hardtop (standard replacement)

How much: $96.99 (pair)

Learn more: Classic Industries; 855/357-2787; www.classicindustries.com

Please Be Seated

What it is: Corbeau DFX seats

Why you care: The all new Corbeau DFX [https://corbeau.com/dfx.html] is a fixed back seat that will fit in almost any vehicle—including classic muscle cars—with Corbeau custom brackets. The DFX seat is available with a black cloth face and carbon fiber vinyl back, and comes with either black or white piping. A black vinyl version is also available.

How much: street price $299 (each)

Learn more: Corbeau; 801/255-3737; www.corbeau.com

Sportsman Racing

What it is: AFR SBC Intake

Why you care: Does the world really need another single-plane, small-block Chevy, 23-degree race manifold? If it’s like AFR’s new Eliminator 4811, then yes! [https://www.airflowresearch.com/sbc-eliminator-race-23-single-plane-aluminum-intake-manifold/] Designed for use on competition SBC engines operating from 3,500-8,000 rpm, packs lots of race-oriented features, such as custom coolant outlets, a 5.5-inch tall 4150-style carb pad, smooth as-cast flow surfaces, and extra bungs for efi or NOS—all while being compatible with standard intake port cylinder heads and made in the USA!

How much: $332

Learn more: Air Flow Research; 877/235-4466; www.airflowresearch.com

Strong, Silent Type

What it is: Aeromotive Trifekta Pump

Why you care: Aeromotive’s new Phantom Trifekta fuel pump kit

[https://www.aeromotiveinc.com/product/trifekta-phantom-in-tank-kit/] is designed to extend the patented Phantom technology into the realm of ultra-high horsepower street/strip applications. Equipped with triple 450lph, E85-friendly Walbro pumps, the Trifekta supports staged pump control to reduce recycling and improve continuous duty capability. The Trifekta is ready to feed blown EFI applications making a whopping 1,650 hp on E85 and as much as 2,400 hp on gas. The Trifekta takes full advantage of its Phantom heritage with incredibly easy installation in virtually any tank from 6- to 11-inches deep, and is known for its quiet, continuous-duty capability.

How much: $1,282.26

Find out more: Aeromotive; 913/647-7300; www.Aeromotiveinc.com

G-Body Heaven!

What it is: Monte Carlo /Malibu heater control cable

Why you care: “GM discontinued this cable many years ago, leaving G-body owners unable to change the amount of heat coming through the vents,” says Justin Cote, vice president of Dixie Restoration Depot. “Factory cables often freeze up, or the clip that snaps into the heater box breaks, preventing movement of the heater valve,” he adds. Dixie Restoration Depot’s aftermarket heater control cable for ’78-’88 GM intermediate G-body models runs from the heater valve under the dash to the heater control assembly.

How much: $39.95

Learn more: Dixie Restoration Depot; 877/243-4943; www.DixieRestorationDepot.com

The post 6 New Speed Parts For Car Crafters! appeared first on Hot Rod Network.

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[gsmperformance]

Corbeau SVR 2024 seats: We love the latest release from Corbeau Seats UK. The SVR seats look great from every angle. Stylish design, great kidney support, and aggressive harness slots. These will look great in any track/show car! Available for same day collection/dispatch😁🏁

SEATS LIVE: https://www.sportseats4u.co.uk/product/corbeau-svr-reclining-sport-seat/

[gsmperformance]

🚗✨ Upgrade Your MEV Exocet with the Perfect Seat! ✨🚗

Choosing the right seat for your MEV Exocet is essential for comfort, performance, and safety. We offer a range of top-quality aftermarket seats designed to fit perfectly within the compact dimensions of your Exocet. Whether you're hitting the track or cruising the streets, we have the ideal seat for you!

BLOG LIVE: https://www.sportseats4u.co.uk/the-right-bucket-seats-for-your-mev-exocet/

🔧 Top Seat Choices:

Sparco Sprint Cobra Roadster 7 Corbeau LE-Pro OMP TRS-E Cobra Monaco

💡 Why Choose Us?

Wide range of fabric, vinyl, and leather options. Seats are available for immediate collection or delivery. Expert advice and personalized service.

📱Book an Appointment: Ensure the perfect fit by visiting our showroom to try out the seats in person. Our knowledgeable staff will help you find the best option tailored to your body shape and driving style.

📞 Contact us today to schedule your appointment and elevate your driving experience!

[s3mag]

I want to take our new Mustang through the full progression during this build. We already installed the new suspension to make the car stick to the road. Now we need to install some new seats to help me stick to the car. There is nothing more annoying than hitting a corner and having to use your knee or elbow as a brace to keep yourself upright. When messing around in the twisties, I want to be as low as possible in the car (this particular seat sits only 2.5” above the floor), and I want a seat that hugs me (and tells me that everything is going to be ok).

Corbeau Sportline RRS

This is exactly why our friends over at Corbeau sent us a set of brand new Sportline RRS seats and brackets. On top of being extremely functional, these seats look great doing it as well. They have a slim and sleek design, smooth black vinyl, and a carbon fiber vinyl back. These seats are truly beautiful, and happen to match the black interior of the car perfectly. Plus they don’t rub the center console like some of the more bulky seats tend to.

First things first, Ford did not make this install easy on us. They seem to have fallen in love with torx style bolts, so make sure to go ahead and get yourself a new torx bit set and a breaker bar for those stubborn few bolts that don’t want to cooperate. This is a new car, so no need for a torch; just torque and leverage. I think the guy who tightened down the last seat mounting bolt on my car at the factory must have been having a bad day, because that thing did not want to budge. He must have had some serious hate in his heart and he now owes me 2 new bits and a ratchet.

  Written by Mike Sanders

2017 Mustang GT: Corbeau Sportline RRS Install. I want to take our new Mustang through the full progression during this build. We already installed the new suspension to make the car stick to the road.

[itsworn]

Stay Seated with the Corbeau DFX

The all new Corbeau DFX is a fixed back seat that will fit in almost any vehicle with Corbeau custom brackets. This seat is available with a black cloth face and carbon fiber vinyl back and comes with either black or white piping. A black vinyl version is also available. The DFX is $299 per seat. Visit www.corbeau.com for more details on the Corbeau DFX seat.

The post Stay Seated with the Corbeau DFX appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/stay-seated-corbeau-dfx/ via IFTTT

[itsworn]

Hot Wheels Designer Built a Firebird, Then Made it a Toy!

How old were you when you got your first car? Most people say sometime around driving age. But if your story is like any one of us here at Car Craft—and if you’re reading this it probably is—you may not remember when someone pressed a die-cast car into your chubby palm. It was probably a toy that set your life course down this path.

“I still remember my first Hot Wheels,” Brendon Vetuskey says. He was three. “Yeah, I can still remember things from when I was three years old,” he explains, acknowledging the audacity of the claim. “It was an orange Large Charge with basic wheels. I can remember having cars like that all through my childhood.”

Inevitably Brendon graduated to larger cars, beginning his full-scale journey with a first-gen Camaro (which burned to the ground thanks to a backfire into one of those tricorn foam-element filters—we beg you to learn from his mistake). A string of hot cars followed, but it was a ’67 Firebird—Verdoro-green with a black vinyl top and interior—that really motivated him. About a decade ago he found one.

For what he paid he didn’t expect a perfect one but he didn’t expect what he got, either. “It was a very rusty car,” he laments. “As I took it apart I found more rust. Tore it apart further and even more rust. Had it stripped and it came back like Swiss cheese.” So bad was his ’67 that he bought and cannibalized a numbers-matching 400 car, a car that most of us would’ve just kept and built instead of a crusty 326 car.

Thankfully for us Brendon didn’t. Forever optimistic, he perceived that car’s shortcoming as a kind of freedom—this was a ponycar that most of us would’ve sent to the glue factory after all. This was a blank canvas. For example, instead of jamming the wider wheels in just tubs, Brendon took the artistic license to split the quarters and widen the body. He also made the faux quarter scoops honest by opening them up and diverting their flow to the brakes.

It was actually the protracted build schedule and a seemingly endless capacity for dollar bills that gave the car its most distinctive feature: its naked finish. “My Belvedere sat in paint-shop purgatory for seven months and I had a good fifteen grand into it,” he says. “I remember putting that car back together and getting dings and scratches. On fresh paint. So I figured I’d clearcoat the thing, throw it together, and work the bugs out before I painted it.

“But the reality is, the car has an unusual popularity,” he continues. “If I take it to a car show, everyone comes up and wants to touch it. It’s a great conversation-starter. ‘Oh, I can see this. I can see that,’ people say. It draws them in—they say it looks like it came out of Mad Max: Fury Road or out of The Fast and the Furious. It just draws attention. Plus I can just get into the car and drive it. I don’t have to wash it. I don’t have to detail it. No clay-bar. No dusting. I just wipe the window off and drive it. I can take it to track day and not have to worry about it getting scratched up or dinged. I don’t have to freak about where I park it. I don’t have to freak if someone touches it at a car show. I can just enjoy the car. So I’ve just been enjoying it.”

In fact you could make the case that Brendon literally created the car for everyone’s enjoyment. Remember the thing about die-cast cars? Well upon graduating from design school, Brendon took a job at a company that acquired a Hot Wheels license. “By weird coincidence I mentioned on my resumé that I collected Hot Wheels,” he explains. Just before buying this car he landed a position at Mattel, Hot Wheels’ parent company. “I’ve been designing Hot Wheels cars since 2010 but moonlighting, doing a little extra work on the side,” he says.” He’s been on the die-cast team officially for a year as of this feature.

We tend to think of Mattel as a toy manufacturer but realistically it’s in the dream-fulfillment business. And who doesn’t dream of seeing their pride and joy rendered in scale? That’s right, Brendon designed a 1:64-scale Hot Wheels of his car, a highly detailed version faithful down to the recessed tail panel, flared quarters, open vents, LS power…and even the DSE suspension. So even you and I can own Brendon’s car, and at far less cost than the original..

But if you buy one, may we make a suggestion? Get two. And the next toddler you come across, press it in their chubby little palm. The world needs more dreamers.

Tech Notes

Who: Brendon Vetuskey What: 1967 Pontiac Firebird Where: Long Beach, CA

Engine: Though a corporate LS1, the engine actually came from a 2001 Pontiac Trans Am. Superior Automotive Engineering rebuilt it as a 383 with an Eagle crank and 6.125-inch rods and Mahle pistons. An LSR-series cam actuates the valves in a set of GM 243 cylinder-head castings (Corvette ZO6). Brendon mounted the engine three inches back to improve weight distribution but it meant reworking the Edelbrock headers, recessing the firewall, and notching the crossmember. Brendon painted the engine Pontiac blue to make the engine feel at home.

Induction: Long-term plans (dreams) call for a turbocharger or Whipple supercharger but for now a 95mm Holley throttle body on a FAST 90mm manifold with an Airaid induction kit gets the job done. Tuned by Tad wrung it out to 518 lb-ft torque at 4,700 rpm and 553 hp at 6,000 rpm on pump gas.

Transmission: A GM LS7 clutch couples the aluminum flywheel to a wide-ratio T56 Magnum transmission. The Driveshaft Shop built the carbon-fiber 3.5-inch driveshaft.

Rearend: Moser Engineering built up a 12-bolt case with 3.73:1 gears on a limited-slip carrier.

Chassis/Suspension: Brendon’s neighbor Brett Campbell cut down the crossmember for the relocated engine and welded up all of the seams. Brendon built up the front with a Detroit Speed Stage III kit and fast-ratio steering box. The front suspension also uses the stock drum-brake knuckles and fast-ratio Z28 steering arms. Brett also fabricated the bar-ends for a 1.25-inch sway bar up front, and bent and welded the tubing for the full cage. A DSE Quadralink suspension with a Panhard rod locates the 12-bolt. Koni coilovers with 750lb front and 300lb rear springs support the ends.

Brakes: A Corvette-style master cylinder urged by a Hydratech hydraulic-assist pressurizes Corvette C5 brakes prepped by Kore3 Industries.

Wheels/Tires: The US Mags Bandit wheels invoke the image of the Pontiac Rally II that debuted the same year the F-body hit the market. But instead of stamping them from steel, US Mags forged these from aluminum. They measure 18×9.5 and 18×12 and feature a custom brushed finished (the first of their kind). They mount Toyo R888s in 275/35R18 and 335/30R18.

Paint/body: Whew! Where do we start? Brendon recessed the firewall 3 inches, raised and widened the tunnel to accommodate the T56 and dual exhaust, and relocated the battery to a box sunk into the trunk floor. He also equipped said floor with a hatch to access the fuel pump and added bracing for the DSE rear-suspension mounts. He moved the doors back to tighten the gap and moved the front clip back to match. The hood extends forward to better fit the nose and a fabricated close-out panel fits between the bumper and grille. Spoilers by Randy built the front splitter.

Brendon mounted the quarters stock at the jambs but pushed them out approximately 1.5 inches wider than stock to accommodate the bigger wheels and fit the ’69 Trans-Am spoiler. The inner fenders/wheel tubs attach to the fenders and quarters higher than stock to give the suspension full travel from lock-to-lock. Removing the wheel arches’ inner lip offers yet more tire clearance and gives the car a more contemporary look. He also recessed the tail panel, which mounts LED taillights. Naturally he had to widen the rear bumper to fit the body’s new shape. He also added drain tubes to the rear-window frame to prevent water from standing.

The body isn’t actually bare; Brendon prepped it with KBS Coatings’ adhesion promoter and finished it with the company’s Diamond Clear. The black on the fenders, hood, and door meatballs is actually Eastwood Rust Encapsulator. He wrapped the trim and splitter with flat-black 3M vinyl.

Interior: Brendon says the silver lining of an east-coast car is an intact interior—even the dash pad and door panels are original to the car. But citing poor support, Brendon says he ditched the stock seats for Corbeau-style sport seats. He also had the stock gauges rebuilt with electronic movements to work with the late-model drivetrain—AutoMeter made the tachometer in the likeness of a gauge it produced early in the company’s history. The car came with the optional fold-down rear seat but Brendon sacrificed it to the cage.

The post Hot Wheels Designer Built a Firebird, Then Made it a Toy! appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/hot-wheels-designer-built-firebird-made-toy/ via IFTTT

[itsworn]

Upgrade your C5 Vette with advanced Corbeau high-performance seating

When the C5 Corvette arrived in 1997 it was state of the art from bumper to bumper. It was the most advanced Corvette ever done and it rocked. The C5 sported a fresh high-tech suspension system for better handling. There was the dreamy all-new LS1 GM V-8 sporting 345 horsepower. Underneath, there was a new lightweight hydroformed box frame. True 50/50 weight distribution like the Corvette never had. The trunk is even useable! What’s more, there were fresh creature comforts never before seen in America’s sports car. Seating was very accommodating for its time with full power function. The cockpit was to die for.

With 1997 being long ago enough to have raised a kid who’s now off to college, we’ll bet your C5 Vette has become decidedly worn and ready for improvements. Time to upgrade the suspension, add soundproofing, install a better exhaust system, freshen up the engine and driveline and weave nice improvements into the interior. It’s no secret C5 seats leave much to be desired and have a lot of issues. The factory seats didn’t do a great job of keeping you on center during hard cornering. Over the years, a lot of them started to suffer from mechanical failure in the seatback and in the power mechanism. You can rebuild and reupholster your C5’s original bucket seats or you can spend a whole lot less time and money and opt for a pair of hip-hugging Corbeau bucket seats with all the trimmings.

Corbeau has provided us with a pair of Boss Evo 2 bucket seats, which are made to order for your personal application. The Corbeau Boss Evo 2 off-road reclining bucket seat is the most current version of the very popular Boss Evo reclining bucket seat. Corbeau has redesigned the Boss Evo to cater to vehicles with slightly restricted shoulder room as well as the 4×4 market. This seat is a sweet, stylish all-vinyl alternative to the original cloth Boss Evo. This is a seat born for the Corvette. It ties in with the rest of your C5’s interior without the need for special modifications. Vette

1. Our black vinyl C5 seats are worse for wear after two decades of use, but better than most after all this time. Mechanical issues plague these seats, which is why we’ve chosen to replace them with Corbeau Boss Evo 2 racing buckets for the kind of performance driving we like to do.

2. Mounted to floorpan studs, the factory seat tracks are easy to disconnect using a 16mm socket at all four corners.

3. Here’s a look at one of the two rear floorpan studs. You will also need to disconnect the power seat motor assembly.

4. With the seat track unbolted and the power mechanism disconnected removal is easy. These seats tend to be bulky and heavy so be sure to lift with your knees and not your back.

5. Here’s a look at the power drive mechanism, which consists of three motors that operate jackscrews splined to the seat and track. Each of the motors serves a different function ranging from tilt to running the seat fore and aft. This electric seat track cannot be adapted to the Corbeau seats.

6. Behold a chronic problem for C5 Corvette power seats: broken plastic seat connectors. As of press time these are still not available in the aftermarket. However, some Corvette parts businesses such as Corvette Central offer a seat track repair service that can get your seats back to factory fresh.

7. The factory seatbelts can be transferred to the Corbeau buckets or you can go with aftermarket racing belts, which fasten to the Corbeau seats with ease.

8. The Corbeau Boss Evo 2 bucket seat was born for the C5 Vette thanks to its low side bolsters for easy entry and exit, forward tilt feature, three- and four-point belt capability and easy to install Corbeau seat track.

9. A closer inspection reveals just how easy the Boss Evo 2 seatback is for fitment with three- or four-point restraints.

10. The Boss Evo 2 seat bottom was conceived and designed for raw comfort where it counts at your backside. This is especially important for long road trips as well as for canyon carving experiences. These seats keep your posterior right where it belongs. We like the heavy-duty rich black vinyl in a simulated carbon-fiber pattern and the red stitching.

11. The Corbeau seat tracks bolt onto the seat as shown. Bolt holes are located in all four corners.

12. The easy-to-operate Corbeau seat track bolts onto the seat via four Allen set screws. Fore and aft seat adjustments are made by lifting up on the handle in front to modulate seat movement.

13. The original seat belts or aftermarket three- or four-point belts bolt to the seat frame and track.

14. One challenge, though brief, was washer sizing. This flat washer is large enough to impede seat track adjustment. You’re going to need a smaller outside diameter washer.

15. A smaller outside diameter flat washer secures the bolt head and allows freedom of seat movement.

16. While you have seats out, now may be the best time to replace worn carpet, which is available from Corvette America. And while you’re at it look into fresh Dynamat sound deadening across the floorpan for a quieter ride.

17. These lightweight Corbeau racing buckets shed unnecessary weight thus making them easy to install. Mount them over the studs and tighten them up.

18. The seat tracks mount over the factory floorpan studs. The factory power seat electrical connections are left disconnected and protected.

19. The Corbeau Boss Evo 2 seats look custom made for the C5 Vette. They are comfortable and offer plenty of support in all directions, yet they don’t get in the way during your entrance and exit.

20. The view from the passenger side yields a factory fresh demeanor with new and certainly comfortable Corbeau buckets. Corbeau seats offer plenty of adjustment room for the longest of legs.

Source 

Corbeau

(801) 255-3737

www.corbeau.com

Photography by Steven Rupp

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Top Shelf 1968 Pro Touring Camaro

Casey Clements is a mechanical engineer and a project manager for a global chemical company. His occupation requires bust-head planning and eyeball-flattening attention to detail—in other words, it’s great groundwork for surviving a custom car build.

Casey’s job takes him to backdrops in Saudi Arabia and China, often for extended stays, designing and building chemical/plastics facilities. Since he wasn’t home for months at a time, he was unable to minister to the car personally. But here’s the thing about Casey. He’s not so much thrilled by the idea of showing his car as he is by being able to put it to good use.

Though he built it to drive, his motives were also altruistic; he built it to expose his 11- and 9-year-old daughters to the idea of getting their hands dirty … and working on cars. His wife, Anna, is also a mechanical engineer and an unabashed gearhead “who always supported the build and motivated me to get it finished.” So at the dinner table, conversation could easily segue from home improvement to the improvement of the Camaro. Nice work, Casey, you’re obviously a blessed man. Don’t ever let that get away.

So how did this car get built? To whom did Casey put all his trust? Tim Palazzolo and the crew at GAP Racing in Houston attacked it like a free lunch. “During one of my overseas assignments, I decided to find someone that could help me finish off the roller so I could drive it and enjoy it with my family. I didn’t want the Camaro to become one of those stories you read about a project that never gets finished. My love of all things mechanical is what helped me decide to become a mechanical engineer. The first-generation Camaro bug bit me about 10 years ago.

“I spoke with several shops out of state but never felt comfortable sending the car thousands of miles away to be worked on. When I first spoke to Tim, two things became very clear: Tim would treat the car as if it was his own and he understood my vision of Pro Touring. GAP is about an hour from my driveway, which gave me the opportunity to check out how things were developing when I wasn’t abroad.”

He found the car on a forum and bought it sight unseen from a fellow board member. He did see it in pictures. It was in New York. “The seller was reputable and had built a Ridler winner so I felt comfortable with it,” he said. “A lot of the bodywork and sheetmetal replacement was done by the previous owners. It was a solid Camaro and much better than the many I looked at locally.”

Casey wanted frisky, trouble-free motoring so he decided against going the rampage route, got him an LS2 and had it tweaked a little. As most feral hot rodders did back in the day, GAP changed out the camshaft and streamlined the exhaust tract. To feed it, the boys picked a Top Street Performance isolated runner intake manifold and a 102mm throttle body to go with it.

To soak up the grunt, GAP put a Monster Transmission 4L60E behind it. To soak up the road, they used JRi coilovers and a RideTech four-link. Rather than the usual 14-inch plates at each corner, the Camaro does nicely with 13-inch Baer rotors and four-piston calipers followed by 12-inch rotors and single-piston calipers. Rushforth hoops add contrast to the sparkling black exterior and are covered in compliant Pirelli P Zero 245/40 and 315/30 rubber.

So while the Camaro has all this mechanical finery, it’s finery you can hear but cannot see. Casey chose to cloak it with the most difficult color in the world to cover the shaved driprails, the naked front end, and other subtle areas of change with the absence of color. To bring it off, the body panels had to be straight and flawless. The true test is looking at the side of a black car when it’s illuminated by “sweet light” (those scant minutes just after the sun goes down). There’s nothing abrupt; it flows free of jags. The absence of a front bumper becomes a focal point and accentuates its appearance as well as its purpose. Accessories include JW Speaker LED headlights, anodized door handles and side mirrors, and Marquez Design digital taillights.

But Casey doesn’t ride along out there on the fenders like a cowboy. He’s ensconced in his man-pit, reveling in cool air, butt snugged in the Corbeau bucket, held tight by Sparco four-point belts. GAP installed the American Autowire harness, Dynamat sound killer, MCI console, and the Essex cut pile rugs. Casey was a crack stereo installer back in the day so he wouldn’t do with anything less than the Pioneer/JL Audio ensemble. GAP, not Casey, did the install.

We asked: What would you have done differently? He answered: “My only regret is not having it done sooner so I could be out there driving it. If it tells you anything, I have already started my next project. I bought a 1968 short-wheelbase C10, and within a month of owning it, took it completely apart to install new front and rear suspension and swap in an LS engine.”

Casey the Blessed Man is happy. CHP

Tech Check

Owner: Casey Clements, League City, Texas

Vehicle: 1968 Camaro

Engine

Type: LS2

Displacement: 364 ci

Compression Ratio: 10.9:1

Bore: 4.000 inches

Stroke: 3.622 inches

Cylinder Heads: OE cathedral port, 2.00/1.55 valves

Rotating Assembly: OE nodular iron crankshaft, hypereutectic aluminum pistons, powdered metal connecting rods

Valvetrain: OE 1.7:1 rocker arms, Brian Tooley springs, OE retainers, Texas Speed & Performance 7.400-inch chrome-moly pushrods

Camshaft: Texas Speed (0.600/0.600-inch lift; 224/228-degree duration at 0.050) installed by GAP Racing (Houston, TX)

Ignition: OE coil packs, Taylor primary wires

Induction: Top Street Performance aluminum isolated runner manifold, 102mm throttle body, Custom Built Motors 92-to-102mm throttle body adapter, GAP Racing fabricated air intake tube and MAF closeout panel, Rick’s stainless tank w/ Walbro 255-lph pump

Exhaust: Dynatech headers, 1 3/4-inch primaries, Dynatech mufflers, GAP Racing 3-inch stainless system

Ancillaries: PRC electric fan and aluminum radiator, Wegner Motorsports water pump and accessory drive

Output (at crank): 450 hp at 6,000 rpm, 450 lb-ft at 4,400 rpm

Machine Work: Chevrolet Performance

Built By: Chevrolet Performance

Drivetrain

Transmission: Monster Transmission 4L60E, Monster 2,800-stall torque converter

Rear Axle: Moser 12-bolt, 31-spline axleshafts, Truetrac differential, 3.73:1 gears, Precision Shaft Technologies aluminum driveshaft

Chassis

Front Suspension: Stock subframe and spindles, JRi coilovers, Detroit Speed antisway bar

Rear Suspension: RideTech four-link, JRi coilovers

Brakes: Baer 13-inch rotors, four-piston calipers, front; Baer 12-inch rotors, one-piston calipers rear; Baer master cylinder and proportioning valve, Detroit Speed booster

Wheels & Tires

Wheels: Rushforth Night Train 18×8 front, 18×11 rear

Tires: Pirelli P Zero 245/40 front, 315/30 rear

Interior

Upholstery: West Side Upholstery (Houston, TX), Marquez Designs door/all other panels

Material: Vinyl

Seats: Corbeau Sport, Sparco harnesses

Steering: Detroit Speed box, ididit column, Billet Specialties 14-inch Throttle wheel

Shifter: 2010 Camaro

Dash: Stock w/ dashpad

Instrumentation: Dakota Digital VHX

Audio: Pioneer Double DIN head unit, JL Audio amps, JL 6.50-inch front speakers, JL 6×9 rear speakers, installed by GAP Racing

HVAC: Vintage Air Streamline 3

Exterior

Bodywork: Shaved driprails, front bumper delete, custom lower valance w/ driving lights, welded lower fender seam, cowl vents smoothed

Paint: PPG Black

Hood: Goodmark steel cowl

Grille: Zoops billet

Bumpers: Stock, narrowed, and smoothed by GAP Racing

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These Vintage Willys Flat Fenders Make in Excess of 1000 Horsepower Each!

Fast Flatties: Who said speed couldn’t look this cool?

In a world where slow and low are our chosen speed and gear, Matt Nappier and Justin Miller have taken their flatties on a different route. These two former military men are drag and Street Car Takeover event racers. Still lovers of old vintage Jeeps, they have also combined the desire and need for speed into these two truly one of a kind street machines.

You won’t see them crawling over the rocks or taking the Sunday drive down some scenic trail, but you will watch them smoke the tires and go screaming down the pavement at speeds you never imagined from something that once transported our soldiers through mud and muck on foreign soil.

LSX WILLYS

Justin Miller of Cumming, Georgia, has a ’52 CJ-3A known as the “LSX Willys.” The initial build took about four months. “It began as a joke with a friend,” Justin said. He has tweaked it to perfection over the past four years. The LSX is a YouTube favorite, but we got the chance to see it in action live, and trust us, it did not disappoint.

Stuffing this 1,600hp 427ci LS3 Dart engine into such a small space was a bit of a challenge. Add to that the F1A Procharger supercharger and the hood needed some modification. Dart Pro 1 heads, Edelbrock Vic Jr intake manifold, DeatschWerks 1,500cc fuel injection, two-stage nitrous system from Nitrous Outlet, Be Cool Radiator, Powermaster Alternator and starter, and Stainless Works headers round it out, and nearly every cubic centimeter of available space in the engine compartment has been claimed. Internal engine mods include a Custom Cam Motion camshaft, K-1 Technologies crankshaft and connecting rods, and Wiseco Performance 9.7:1 pistons.

From the custom ammo can shifter cover that houses the B&M shifter for the GM 4L80E automatic transmission to the Jakes transbrake, custom shift kit, and R&R Racing torque converter, the interior is a mix of old, new, and unique. The list goes on with custom ammo can speaker boxes, Kicker audio system, Auto Meter gauges, Corbeau racing bucket seats, Pyrotech harness system, OEM steering wheel, and a dash mounted fire extinguisher.

The rear axle is a Moser Engineering custom 9-inch with 3.50 gears, OEM leaf springs, and Moser sway bar and wheelie bar. We didn’t witness the frontend leaving the pavement but can attest to the fact there is more than enough power to make it happen. Up front is a Moser straight axle—there are no gears or transfer case in this little two-wheel-drive Jeep. Omix-ADA front leaf springs support the additional weight of the powerplant, and Wilwood disc brakes and QA1 double adjustable shocks are on all four corners.

A reproduction CJ-3A body from Omix-ADA had a few modifications. The fuel filler has been plated off, and a 15-gallon fuel cell from Summit Racing was added to the rear of the Willys. The grille was cut out for the intercooler system. WWII OD Green paint and custom graphics give it that vintage appearance. Larry Jeffers Race Cars provided the custom cage. Weld Racing RTS s71 wheels are wrapped with Mickey Thompson Street R tires, and the big fat 31×16.5×15 tires leave a wide patch of rubber off the line.

HARD FACTS:

Vehicle: ’52 Willys CJ-3A

Engine: Supercharged nitrous-injected 1,600hp 427ci LS3 Dart V-8

Transmission: GM 4L80E Automatic with Jakes transbrake

Axles & Suspension: Moser custom straight axle and Omix-ADA leaf springs (front); Moser custom 9-in with 3.50 gears, OEM leaf springs, Moser sway bar and wheelie bar (rear)

Wheels: Weld Racing RTS s71

Tires: Mickey Thompson Street R

Built For: To smoke the tires and run Street Car Takeover events nationwide.

ONE EYE WILLYS

Matt Nappier of House Springs, Missouri, is the proud owner of a ’48 CJ-2A known as “One Eye Willys.” Matt said he built One Eye to do “hood rat stuff with his race car buddies.” He is only a year into this build and there are a few additions and changes he plans to make. We like the old school appearance of this little Flattie.

Shoehorned under the hood is a turbocharged and nitrous-injected LS1 V-8. The 5.3L Chevy engine is, for the most part, stock, but there are a few items that ramp the horsepower up to the 1,000hp mark. The Turbonetics 82 mm mid-frame turbo paired with a Nitrous Express single-stage direct-port kit, DeatschWerks 1,500cc fuel injectors, and Vasko Speed and Performance Exhaust system forced the radiator to be rear-mounted, as there wasn’t any space remaining behind the grille.

The interior is more vintage than the engine compartment. The seats and steering wheel are replica Willys parts from Omix-ADA. The dash is little more “techy,” with a bit of that old fighter jet feel. Eight different Auto Meter gauges, and a Kicker audio system reside there. The TCI Outlaw shifter and the old ammo box shifter base is a unique feature, as is two nitrous bottles mounted on the rear fenders. Eventually Matt would like to add a rear seat so his two young children can ride along.

The rear axle is a GM 10-bolt from a ’02 Chevy Blazer. The 3.73 gears and factory rear disc brakes were retained, and an Eaton posi was installed. The front axle and disc brake setup is from a ’95 two-wheel-drive Jeep Cherokee, and the axle was narrowed to fit. A Wilwood master brake cylinder, pedal, and proportioning valve were added to help slow this little hellion down. The front and rear leaf springs are original ’48 Willys. The frame was boxed 12 inches in front of and 12 inches behind the motor mounts to handle the extra torque from the motor. Rancho 9000 shocks are used on all four corners.

The body is a reproduction from Omix-ADA, and the auto body class at South Tech High School in Sunset Hills, Missouri, did an awesome job on the Desert Sand paint job. The flat black vinyl graphics by Get Exposed really stand out against the base color. Eventually Matt will add a custom rollcage to this Jeep. The front end is a standout feature and where “One Eye” gets its name. The turbo intake is in place of the passenger side headlight. So for additional illumination for those evening races an 18-inch LUMA LED lightbar was mounted under the front bumper. Cragar soft 8×15 inch wheels and a combination of BFG Radial A/T front and Mickey Thompson ET Street rear tires polish off the look.

HARD FACTS:

Vehicle: 1948 Willys CJ 2A

Engine: Turbocharged nitrous-injected 1,000hp 5.3L LS1 Chevy V-8

Transmission: GM 4L80E Automatic

Axles & Suspension: narrowed two-wheel-drive ’95 Jeep Cherokee and original ’48 leaf springs (front); GM 10-bolt, 3.73 gears, original ’48 leaf springs (rear)

Wheels: Cragar Soft 8

Tires: (Front) BFG Radial T/A (Rear) Mickey Thompson Street R

Built For: To smoke the tires, Horsepower for Hope, and to run Street Car Takeover events nationwide.

We did convince the guys to take their Jeeps out in the dirt for a little fun. Seriously, even super-fast two-wheel-drive flatfenders look better in the dirt and red sandstone of Nevada.

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