Got something we should cover? Click here to tell us! Close this box
AMERICAN SUPER CAR’S MID-ENGINE STING RAY
Though the mid-engine Corvette has somehow eluded the folks at GM for all these years, there were at least two one-offs (the XP-882 and CERV-III), that embraced this logic. Now, blogs and message boards are brimming with the expectation of a mid-engine C7 Corvette. American Super Car (www.americansupercarinc.com) in Hudson, FL, has produced just such an animal, the brainchild of Phil Somers (builder of the red Motion Camaro and the yellow Motion Speedster, SEMA ’05 and ’06, respectively).
“The idea was to do a car that’s never been done before, to go beyond the front-engine/rear-drive form that no one has had the guts to challenge,” Somers said. “All the great European road machines adopt mid-engine placement for the ultimate front-to-rear weight bias, high-rate handling and braking, and top-end acceleration. The V7 has all that and is couched in a classic, very recognizable form.” The V7twinturbo represents an Interpretation of a classic infused with the latest technology. “The super coupe crosses traditional boundaries and incorporates ideas and execution borne of Europe, desert racing, Pro Touring, as well as Main Street, USA.”
To accomplish this, ASC has moved the passenger cab of the ’63 Coupe forward to accommodate all the mechanicals within the original wheelbase. The V7twinturbo is founded on an extremely rigid ladder-type tube chassis and a rugged independent rear suspension that accepts a 1,000 horsepower twin turbo Chevrolet LS engine and a paddle-shifted Mendeola transaxle. The rear section of the body is hinged and tilts back to allow complete access to the powertrain.
The V7twinturbo will debut at ’07 SEMA in Las Vegas and the PRI Show in Orlando, FL. American Super Car, Inc. is not affiliated with any other company.[04/05/07]
LSX BLOCK ON SALE NOW!
Seen last at the PRI show, the iron LSX cylinder block is finally been added to the ’07 GM Performance Parts schedule. The LSX is touted as the ultimate high-performance LS block. Its cast iron construction affords extreme stability under 
positive manifold pressure and raises the maximum output ceiling to 2,500hp. Instead of costing at least $6,500 like the high-zoot aluminum C5R block, the LSX retails for less than $2,500. Though we’ve heard of some 481ci variants, maximum displacement is at least 500ci. Now that the foundation is solid, look for LSX-specific cylinder heads, intake manifolds, cam shafts, and crate engines to follow shortly at GM Performance Parts. When it happens, we’ll have it here.
