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The 2010 Chevrolet Grand Sport is hardly a low-volume specialty model though it could be a streetable racer. Available in roadster and removable-roof coupe body styles, with a choice of six-speed manual or six-speed automatic transmission, it is essentially a Z06 in body and suspension, minus the aluminum frame.

The new 2010 Chevy Grand Sports fill the gap (for just $5-6K premiums above base MSRP) between the most Spartan Vettes and the Z06 and even more expensive ZRI. Chevrolet expects them to account for nearly half of 2010 Corvette sales, and given their forceful good looks and outstanding performance value we see no reason to doubt that prediction.

Purists complain that Corvette V-8s (like Chrysler's HEMI V-8s), with their single camshaft nestled deep in the center of their blocks driving overhead valves through pushrods and rockers, are inefficient "old tech" compared to other modern engines with camshafts mounted atop their heads. Yet the many advantages of cam-in-block construction including lower cost and complexity, lower weight and center of gravity, easier build and serviceability and smaller overall size for a given displacement provide truly notable performance for the money. Few complain about this 6.2-liter non-turbo LS3 V-8's prodigious power and torque and surprising fuel efficiency (16/26 EPA city/highway mpg) at the Corvette's fairly affordable price. And if the standard 430 horsepower and 424 lb.-ft. of torque are not sufficient, an optional two-mode exhaust system bumps those impressive numbers to 436 and 428.

Amazingly (at the price), the LS3 engines in six-speed-manual Grand Sports are hand built alongside Z06 and ZR1 V-8s at GM's Wixom, MI special engine build facility and boast racer-like dry sump lubrication with a remote oil reservoir to prevent oil starvation during extended hard cornering, plus a differential cooler and a rear-mounted battery. Also standard with the six-speed manual is a terrific launch control system that modulates full-throttle torque 100 times per second to maximize available traction. The driver can just stand on the gas and side step the clutch for consistent four-second 0-60 launches.

Grand Sport Corvettes roll on large (275/35ZR18 front, 325/30ZR19 rear) high-performance tires on unique alloy wheels with Z06-size brakes: front 14-inch rotors with six-piston calipers and rear 13.4-inch rotors with four-piston calipers. A step above standard Corvettes in performance (thanks to more insistent gearing) and especially in dynamics, they are civilized on the road yet fiercely capable on a track. You could comfortably pilot one to work each day and pound it around a racetrack every weekend.

We tested manual and automatic coupes and convertibles on local roads and freeways, then brutalized manual-shift coupes on GM's Milford, MI high-speed development track, and found much to love and little not to like. On climate-cratered Michigan roads, their ride was controlled but comfortable and compliant. On the track, their handling and stability were near-Z06 awesome. Acceleration was strong from any speed, braking was consistently powerful and stable and steering was crisp and precise. Uphill and down, through hairpins, fast sweepers and tight, tricky esses (with standard stability control on), they took a slight tail-out set powering out of each turn then dug in and rocketed toward the next one.

There is now a well-defined hierarchy within Chevy's 2010 Corvette line-up, beginning with the base coupe at $49,880 MSRP (Manufacturer's Suggested Retail Price) and climbing through the standard convertible at $54,530, the Grand Sport coupe at $55,720 and Grand Sport convertible at $59,530 before jumping to the $75K Z06. Standard on all 2010 Corvettes are keyless access, stability control, side air bags, OnStar with Turn-by-Turn navigation, AM/FM/CD radio with steering wheel controls, launch control (with manual transmission) and steering wheel paddle shifters with optional automatic.

Two available interior packages fill the gap between the standard trim and the posh leather-wrapped cabin, and a Heritage Package adds those front fender stripes and two-tone seats with Grand Sport embroidery. Additional major options include DVD navigation with voice recognition, Bose premium audio with XM Satellite Radio and a six-disc CD changer.

autoMedia.com providing quality automotive information designed to enlighten and entertain the most discriminating car enthusiast, is a team of accomplished automotive journalists serving consumers automotive advice they can trust. Read more of their popular car reviews and road tests like this 2010 Chevrolet Corvette Grand Sport, as well as reviews on all Chevrolet Models.

Oil Additives Really Work or not

With all the negative articles about oil additives, which were written and widely supported by special interest groups, it is time to tell the truth about oil additives. In most cases, they exert a positive function and with regular use can provide a number of advantages for vehicles and equipment.

First, get one thing; it is important to distinguish from oil additives developed by companies that have been tested, and others, usually by individuals, without such testing and documentation. Anyone can put an additive package and have a label. There are many on the market, which have no real control, although they say they do. This is where additives have received a bad name. On the other hand, there are a number of companies that sell additives that have extensive research and development teams that have tested their additive packages. For example, Lubrizol whose incomes were over $ 4 billion for 2005 specializes in particular in the Oil additives and engine parts processing. Any person who makes that kind of volume is not selling snake oil to millions of dumb consumers-just does not happen. And they are only one of several that are very important. Others include Ornate, Ethyl, Infineum, Bardahl, Wynn's, SFR, Power Up, STP, and Slick 50. This is only a partial list of companies that have well documented additive products.

Indeed, the additives are used in most lubricants, because even the best synthetic base oils cannot protect vital parts, as there are oil additives that do all the work. Let's concentrate on the internal combustion engine to consider the need for additives. According to the American Petroleum Institute the powerful watchdog for oil companies, the temperatures and types of service in which an engine is operated vary markedly. Moderate speed on short trips or stop-and-go driving in traffic uses only a fraction of available engine power. Because the cooling systems must be able to meet the requirements of the engine cooling at high speed, they overcool May engine short trip driving. In light of these service engines treatment and motor oils warm up slowly and often fail to reach the correct operating temperature.

Under these conditions automatic chokes will provide the engine treatment of the rich air-fuel mixture it needs to function well at low temperatures, but this richness will result in incomplete combustion. Soot and partially oxidized hydrocarbons subjected to oxidation in the crankcase, forming deposits of sludge and varnish. These screens May butcher oil or plug oil rings, interfering with oil circulation and control, or if May cause hydraulic valve lifters and valves to stick. Corrosive acids are formed at the origin of the wear of piston rings, cylinders, and occasionally on piston skirts. Steam from combustion condenses on cylinder walls and drains into the crankcase. Water, often in combination with acidic gases, due May valve lifters to rust and stick. It May also create rust deposits on piston pins, rocker trees, stems and valves. Liquid fuel leak past the piston rings dilutes the lubricating oil and reduces its value. These are some of the effects of the operation of engine treatment in cold temperatures.

In contrast legal speed limit driving and long trips, and allows the engine oil warm p properly. The choke is open, and the carburetor is feeding the cylinders with a lean, clean burning fuel-air mixture. Therefore, little or no incomplete combustion to produce soot other residue. In these conditions, the water is not a compensation issue or the dilution of engine oil in raw fuel.

Oil Additives have been developed to address these problems that most of us qualify much time for driving in severe service conditions. In addition, the API is self-evident "Under certain conditions it is impossible to maintain a film of oil between moving parts, and there is intermittent metal to metal contact between the high spots on sliding surfaces. Lubrication Engineers call this boundary lubrication. In these circumstances, the charge is only partially supported by the film of oil. The oil film is broken, resulting in significant metal-metal. In this case, the friction generated between surfaces can produce enough heat to cause two or metals in contact to melt and weld together. Unless offset by good additive treatment, the result is either immediate seizure or the tearing and roughness of surfaces.

About the Author

Manseo with spider logics is an Internet Marketing Company and author of Greasedlightning.com offering Engine Additives, Transmission Additive, Engine Treatments, International Distributor Opportunity, Engine Treatment and more.

How much Horsepower will my motor be putting out? or where can I look this up?

So thanks to apoorapothecary im going to now be running my 882's heads on my motor. Besides that im going to be running a .508 lift cam a wieand excelarator intake.and a 600cfm edelbrock carb. all accel electronics, Cap,rotor,8.8 wires some bosch platinum 4's spark plugs. the motor will be rebuilt with zero miles (rings,bearings gaskets, hypereutectic Flat top pistons etc.etc) it will also have roller rockers and the heads are rebuilt with new valves, guides and valve seats. possible porting them? Ill also be running a 50 shot of nitrous when I go to the track. anyone have a gross idea on how much hp id be putting out? I was hoping to be around 375 hp (without nitrous) . Should I be expecting more or less?
I also have a set of edelbrock headers running down to a flowmaster exhaust.

I don't think you will get more than 325 HP without the nitrous, and the cam might be too much for everyday driving, so it might not put out that much HP under about 4000 rpms

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