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Saturday, December 9, 2017

A Trucker’s Surprise – Mobile Inspection Sites Explained

The following from the blog posted Nov. 7, 2017. They have a bypass service that integrates with electronic logs like Peoplenet eliminating the need for a separate transponder in the vehicle. Links provided:

The sheer volume of commercial transportation and the associated use of public infrastructure make regular truck inspections a fact of life for truck drivers and trucking fleets. Commercial vehicle inspections play an important role in keeping the motoring public (including other truck drivers) safe. These vehicle inspections must be performed by certified Level I, Level IV or Level VI inspectors, meaning that they have passed Commercial Vehicle Safety Alliance (CVSA) approved training programs.

Pop – Up or Mobile Inspections - Because of the volume of commercial vehicles and the different routes that are driven, it is an outright impossibility for commercial vehicle enforcement to inspect all the trucks on the road, especially when limited by the location of a traditional inspection station.
A solution to this problem, for many transportation authority organizations, is the use of mobile or “pop-up” inspection sites. In its most basic implementation, this is an inspection site temporarily set up at a location where there is no existing station house or static scale. This tactic allows the inspectors to pull in vehicles that may not travel on routes where the fixed stations are located or trucks that may actively avoid these areas.
With advancements in multiple technologies, it is now more common than ever for inspectors to perform these ‘pop-up’ inspections through the use of mobile inspection units which allow for rapid, thorough inspections, at virtually any location. To better understand how mobile inspection sites collect and process information, we take a closer look at the technologies used by the DOT and law enforcement to complete inspections.
There are various ways an officer can get inspection technologies to the temporary location, ranging from trailers to customized vans. These vehicles are typically outfitted with license plate readers, USDOT Number readers, hazmat placard readers, overview cameras, or thermal inspection units. And are typically used to house the following tools that are used to collect and process the information in a timely and efficient manner.
Automatic License Plate Recognition – This tool reads license plates at highway speeds, and allows for rapid identification of vehicles as they approach or are pulled into a mobile site for inspection. The information is processed through a database that allows the officer to access and analyze records before they talk to the driver of the vehicle.
Automated USDOT Number Reader – Another tool that is used to collect and process information in real time, even before the vehicle has arrived at the inspection site. In this case, the camera is reading the USDOT number on a vehicle at highway speeds.
Overview Camera – Provides an image of the vehicle to match it with the information accessed through the license plate and USDOT Number.
Hazmat Placard Identification System –This system is used to read the hazmat placards that are displayed on vehicles as they travel on the roadway.
Thermal Inspection Camera – This technology allows the officer to identify malfunctioning running gear on the vehicle. The camera analyzes heat based images that can indicate non-operational brakes, dragging brakes, or overheated tires.
To drivers or fleets, a mobile inspection may seem like just another opportunity to generate ticket revenue, but these sites play a crucial role in keeping public roadways safe for all.
Drivewyze weigh station bypass can help alleviate some of the associated annoyance that may go along with these types of inspections. The Drivewyze PreClear App Is the only weigh station bypass program to provide bypasses at mobile inspection sites. Similar to fixed sites, the app will notify the driver two-miles ahead of an approaching station. When the driver is 1-mile away from the station, the Drivewyze Preclear system will notify the driver if they are eligible to bypass the mobile inspection site or weigh station allowing them to save time and money by staying on the road.
Drivewyze Inc. is the leader in connected truck services and is on a mission to revolutionize the delivery of highway safety and transportation management through world-class products, systems, and services. Drivewyze serves commercial drivers and fleets with innovative trucking services such as the Drivewyze PreClear bypass service, and the Drivewyze Analytics Weigh Station Loss Reporting service. Drivewyze was recognized by Frost & Sullivan with the North American Weigh Station Bypass Company of the Year Award for 2017, for its best practices and industry leadership.

Wednesday, December 6, 2017

Why won't diabetic drivers listen to their doctors?
Article thanks to Larry Kahaner and Links provided:

Oct, 2017  Truck drivers suffer from diabetes at a rate almost 50% higher than the rest of Americans because they have more risk factors, physicians note.

A truck driver's life is a recipe for diabetes, and the statistics prove it. In the U.S., about 9.4% of the population has diabetes according to the Centers for Disease Control. For truckers, that number is 14%.

Why do truckers suffer from diabetes at a rate almost 50% higher than the rest of Americans? They have more risk factors, physicians say. Drivers smoke more – about half of truck drivers smoke compared to 19% of other adults – they rarely exercise and their diet is high in calories and fat. Also, almost 70% of truck drivers are obese, which is more than twice the nation average. "See Obesity and other risk factors: the national survey of U.S. long-haul truck driver health and injury."

Physicians like Dr. Albert Osbahr who treat truck drivers among other patients, say they’re taken aback when drivers are surprised when they're disqualified. "They have numbers that are high and wonder why we might give them short cards or might actually, in some cases, disqualify them when their numbers are 450 or 500. They'll look at me in disbelief and say: 'Why would you do that?' I say, 'This is not stable. This is not safe.'"

The American Diabetes Association recommends aiming for a blood sugar level between 70 to 130 mg/dl (milligrams per deciliter) before meals and less than 180 mg/dl one to two hours after a meal. Fasting before a blood test gives the most accurate reading.

"If we don't find ways to improve this we'll have more guys with eye problems, heart problems, kidney problems, stroke-like symptoms or sensation problems because of diabetes," noted Osbahr, who is the medical director of occupational health services at Spartanburg (SC) Regional Healthcare System and a Board of Trustees Member of the American Medical Association.

"Weight loss is very crucial to diabetes control,” he added. “I've seen dramatic control of diabetes Type 2 when people lose weight. The two key issues in terms of weight – as long as there's not something else in the way like another disease such as thyroid or a medication that is causing extra weight – are exercise and diet."

About 90 to 95% of people with diabetes have Type 2, a condition in which your body doesn't use insulin properly, a malady also known as 'insulin resistance.' Insulin is a hormone made by the pancreas that allows your body to produce sugar from carbohydrates in food. This sugar (glucose) gives you energy which is why one of the first signs of diabetes is fatigue. Type 1 diabetes is rarer and usually presents itself in children as the pancreas may be dysfunctional from birth and not produce any insulin. People with Type 1 diabetes must take insulin every day, usually by injection. Contrary to what some people believe, Type 2 diabetes cannot become Type 1 diabetes. They are different diseases.

Because of how well medications work on Type 1 diabetes, The Federal Motor Carrier Safety Administration has proposed that drivers who use insulin may no longer need a medical waiver to drive but instead can get certified annually by their health care provider that their diabetes is well controlled by insulin.

Osbahr repeats what he says to every trucker with diabetes. "When I see guys in the office and they raise the issue [of how to lose weight] I say, 'Add a little extra to your regular activities. Any little bit of extra exercise, walking, even doing some flexibility calisthenics for 15 minutes while you're getting ready to sleep or getting up in the morning can help. Probably the biggest thing is parking farther away from the truck stop [building], making that walk in and out and do that [extra walking] with any other kind of activity."

The other thing I say is 'you guys have to inspect your trucks. Why don't you make multiple trips around your truck in your inspection, but make it like a walk? You don't need a gym or a running track. You can add some jumping jacks if you can. You can do some knee-ups if you can. You can do some running in place if you want to, but everybody is probably able to at least walk and that does not require any additional equipment.'"

As for diet, Osbahr concedes that truckers have fewer healthy options on the road than most workers. "The foods that are offered on the road are not very good; they're also high caloric. You have to work to find the right ones. And I tell a lot of the guys, 'How many fat vegetarians have you seen?' Most of the guys will laugh and say, 'You're right; there are not too many of them.' I tell them, 'Yeah I've seen a few, but not that often.' There is something [healthier] about eating vegetables and fewer starches, breads and meats, even though I love them. There's something to be said for eating more vegetarian foods. You probably would lose more weight, but we don't always see those options on the road…. In general, the lifestyle of a trucker does not lend itself well to losing weight. There's no question about that."

Dr. Adrian Vella, who studies Type 2 diabetes at the Mayo Clinic and sees patients about 40% of his time, said that if he had to choose one thing for truckers to do that would prevent or handle diabetes it would be diet. "To me, the most important thing is the amount of calories you eat compared to the amount of energy expended during the day. The second most important thing is what those calories consist of. In general, it would be a good idea to avoid high-fat, calorie-dense foods."

"Nine times out of 10 they're [patients] are doing bad things,” he added. “They are not compliant or following recommendations, and I understand that this is difficult for truck drivers. The other issue is what physicians face when they're trying to choose medications for their patients. They want to avoid hypoglycemia at all costs for obvious reasons."

Some diabetes medicines cause hypoglycemia or low blood sugar which is deadly for drivers as it can cause blurry vision, poor coordination, tiredness and confusion.

Both Vella and Osbahr say that most doctors would prefer not to prescribe medicines for diabetes if it can be controlled in other ways, but often they have no choice as many patients are non-compliant when it comes to diet and exercise.

Osbahr knows that treating diabetes, especially in truckers, is an uphill battle. "The biggest problem I find is a lot of guys not taking care of themselves… It is hard for us as humans to stay disciplined in a way to take care of ourselves and truckers are no different than the rest of us non-truckers. Motivation seems to come only when bad things happen to our health. Plus, most of the truckers are men and we, as men, do not keep up on our health like we should."

Unfortunately, he sees truck drivers and diabetes as indicative of our nation's future. "We're not talking about just truckers who are a window into what our culture is doing. Our culture has gotten heavier and truckers are at the extreme."

Saturday, December 2, 2017

Mom, son Bears fans ran into Aaron Rodgers in Chicago, and that was just the beginning

Packers News/Facebook
Article thanks to Kendra Meinert and Links provided:

Nov 29, 2017  Julia Nicoll still can’t quite believe what happened on that street corner in downtown Chicago on that Saturday night. 
It’s the story of two Chicago Bears fans, one Green Bay Packers quarterback and a sprinkle of department store Christmas magic thrown in for good measure.
 It was the weekend of the Packers-Bears game at Soldier Field on Nov. 12, and Nicoll and her 11-year-old son, Peter, decided spur of the moment to take the 4:30 p.m. train from their home in Mount Prospect, Ill., to check out the early holiday decorations in the city. They were waiting along with other people to cross the street when Peter said to his mom he thought he recognized Aaron Rodgers standing by them.
“I’m whispering to him like (in a doubting tone), ‘Really? I don’t think Aaron Rodgers is standing right next to us on the corner on a Saturday evening.’”
But when Rodgers looked past her to prepare to cross, she checked for herself — and then did something that’s so unlike the mother of three.
“I never in my life can talk to celebrities. If I go to a book signing, I don’t even talk to them, because I don’t want to bother people, but somehow I had it in me to say, ‘Are you ...?’ really quietly. I didn’t even finish the sentence, because I didn’t want the other people at the corner to bug him if he just wanted to be alone, which I totally get, so I kind of stopped myself.
“He looked right at me and said, ‘I am.’”
The next thing she knew, he turned around and introduced himself to Peter with a “Hi, I’m Aaron.” He told them he was out enjoying the energy and lights of the city before his dinner reservations. They talked about how he was feeling after his collarbone surgery. He asked Peter all kinds of sports-related questions. When Peter apologized for being a Bears fan, Rodgers told him no need. He should be. He lives in Chicago.
When a group of passers-by recognized Rodgers, Julia and Peter excused themselves and crossed the street. They had stopped to text a photo of Rodgers with Peter to Julia’s husband when No. 12 caught back up with them.
“He just started talking to us again like we were all neighbors and friends. We walked with him again for the next 15 minutes, 20 minutes to Michigan Avenue,” Julia said. “The thing for me that really stood out as so awesome was he asked us questions. I would say he asked us more questions than I asked him, because I didn’t want to be nosy and because I didn’t want to invade his privacy.”
He asked about the Nicoll family’s Thanksgiving plans and their daughter who will be attending the University of Wisconsin-Eau Claire next year. 
“He was asking me questions that most people would think, ‘Why would Aaron Rodgers care?’ It was so amazing. It was really something, I have to say. It still is,” Julia said. “I told so many people. We just couldn’t believe it, my son and I.”
The story, however, doesn’t end there.
An hour later, Julia and Peter were in the Christmas shop at Macy’s on State Street when they spotted a woman decked out in Packers gear. Julia’s first thought was the woman was going to “flip out” when she hears what just happened to them. She told her about the encounter and, oddly, the woman didn’t seem as excited as Julia had hoped.
“She kind of patted my arm in a sweet, sweet way and she goes, ‘Oh, my son plays for the Packers.’”
It was Ty Montgomery’s mom.
Peter’s face lit up. He’s a fan of the Packers running back and had told his mom after they parted ways with Rodgers, he wanted to ask the quarterback to say hello to Montgomery for him, but he chickened out. That’s the first time Julia ever heard the words “Ty Montgomery.”
While Julia was still in full “Are you serious?” shock, Montgomery’s mom was loving Peter’s reaction.
“She said, ‘There you go! Did you see his face? That’s right!’”
Julia doesn’t know what it was about her, a middle-aged mom who counts the Bears’ 1986 Super Bowl win as one of her greatest family memories growing up, and Peter, a sports nut who met Kansas Jayhawks men’s basketball coach Bill Self at basketball camp last summer, that made Rodgers so gracious with his time and so genuine in his conversation that night.
Maybe it’s because she wasn’t some gaga fan going crazy. “I barely knew certain things,” she admits. (When Rodgers introduced himself, she asked him what he was doing in Chicago, forgetting in all the excitement there was a game the next day.)
Whatever the reason, she knows the flurry of comments the post and photo generated on her Facebook page were on to something. 
“Oh my gosh, people went bananas commenting how nice, how lucky, how special, how refreshing to see someone like that be so kind and normal ...”
“It was just such a treat. It was a treat, because it’s a treat to see a celebrity. It’s certainly a treat to see a sports figure when you live in Chicago, because we’re all such big sports fans,” Julia said. “When I said, ‘Are you ...?’ and I didn’t finish, he could have just kept walking and I would’ve gotten it. I wouldn’t even have been offended. And he didn’t. He was so engaging. Just so nice and refreshing, and really, really great for Peter. All I kept telling him is, ‘Peter, what we’re talking about here is one of the greatest quarterbacks ever just hung out with us.'”
Julia hasn’t been able to stop talking about it. She told the pizza guy later that night when she and Peter went out for dinner. On the flight back from Mexico for Thanksgiving break, she spotted someone in a Rodgers jersey and told him.
“I’ve got to tell everyone I know,” she said.
One thing Julia and Peter were sure to keep to themselves that night: where Rodgers was going for dinner. They wanted to respect his privacy.
It was only after encouragement from a friend from Wisconsin, who told her how much Packers fans would appreciate the off-the-field encounter with their quarterback, that she agreed to share the story publicly.
“I’m not bragging that I met him. That’s just pure luck. I’m sharing with the world what a fabulous human being Aaron Rodgers is,” Julia said. “And if you’re a fan, like when I see a guy in the Aaron Rodgers jersey, he’s obviously a fan, he has to know this stuff. I would love it if someone came up to me about one of my No. 1 people and told me something great. I would just be so happy.”

Wednesday, November 29, 2017

Winterizing Your Truck
Article thanks to Tom Kyrk and Links provided:

It’s that time of year when we could find ourselves in a snowstorm tomorrow. This is one of the few occupations where we can be in the 80's one day and driving in a blizzard the next. Having your truck prepared for winter can make the difference between being comfortable while sitting out the storm or miserable. A few common-sense precautions can make driving in bad weather a bit safer.
One of the most important winter preparedness tips is to know the weather and road conditions. You can do this with apps, such as WeatherBug or Weather Underground, and websites, such as that provide state road reports. A CB radio is useful for checking on road conditions and accidents. The best advice, if you know the roads are going to get nasty, is to stop early to make sure you get a parking spot at a safe and comfortable location.
Here are a few things you can do to your truck to get ready for winter:
  1. Install fresh wiper blades. I prefer blades that have the rubberized boot to help prevent snow and ice buildup. I have also found the beam style blades work best. Pro-tip: DON’T BUY CHEAP BLADES!!! Nothing is worse than having to replace a blade that fell apart in bad weather.
  2. Use MotorKote®. Put some MotorKote® onto a cloth and rub over your door seals and anything that opens or closes to prevent them from freezing shut in the winter. Be sure to let air dry before closing. You can also put a few drops in locks to prevent freezing. Coat your wiper blades with a thin coat and let dry for a few hours then wipe off excess. This will prevent snow and ice from sticking to the blades.
  3. Carry WD-40 or similar spray lubricant. This can defrost frozen locks. I have seen drivers who could not get their padlocks off due to ice buildup fix the problem with a few shots of WD-40.
  4. Lubricate your 5th wheel. Spray lithium grease or silicone to lubricate your 5th wheel when it is too cold for traditional 5th wheel grease to spread easily.
  5. Always have spare fluids on hand. Check your fluids and tire pressure before heading out. It is always a good idea to carry spare fluids and an air hose. Elevation and temperature changes can affect fluid levels and air pressures. Carrying spares and an air hose can mean the difference between getting back on the road and beating a storm or getting stuck in it waiting for road service.
  6. Prevent your fuel from freezing. When the temperatures drop below freezing treat your fuel to prevent gelling or ice build-up in filters and fuel lines. Products such as those found in the FPPF® line, Power Service®, or Howes® are great options to prevent being shut down road side due to gelling or water in your fuel.
  7. Make an emergency kit. Use a duffel bag or backpack (BlackCanyon Outfitters has some good options) and make an emergency kit with items such as a flashlight, battery bank, charging cords, snacks, food, bottles of water, medicine and important documents.

No matter how prepared you try to be, you will be caught someplace without something that you want or need. Many of the items that can be found at travel centers will bail you out in a pinch.
  • Work or winter gloves - Most travel centers have a good selection from BlackCanyon Outfitters or Wild Gear.
  • Coats or jackets -  Many travel centers carry them this time of year and often at competitive prices compared to many major stores. BlackCanyon Outfitters and Wild Gear make some great options.
  • A way to heat water and food on the truck, such as the RoadPro 12-Volt Lunch Box Stove.
  • Oil, coolants, spray lithium grease or silicone and additives from companies like Lucas®, FPPF®, Power Service® or Howes®
  • Zip ties
  • Spare headlights
  • Wiper blades
  • Duct tape
  • WD-40 or MotorKote® spray
  • Snacks, non-perishable food, gallons of water
  • Flashlight
  • Battery bank for charging cellphones, such as the Tough Tested solar charger
  • Jumper cables
  • Blanket(s)

Whether this is your first winter on the road or you’re a seasoned winter driver, it never hurts to listen to conversations at the truck stops and learn what other drivers carry in their trucks. You may get a few good ideas or learn something new. I also suggest carrying more food and water than you think you need. If you get stranded on the road you might have the opportunity to help other stranded travelers so carrying extras is a good thing.

Saturday, November 25, 2017

Twenty Years of C5: A Corvette Built For The 21st Century

My '99 C5
Article thanks to Bradley Iger and street Links provided:

Oct, 2017 This year marks the 20th anniversary of Chevrolet’s fifth generation sports car. Debuting in 1997, the C5 might have an aesthetic evolution from the C4 but underneath the skin it was a massive departure from the past, one which would see the Corvette modernized for a 21st century world through the most extensive redesign since the first model rolled off the assembly line in 1953.

Along with significant improvements to its structure design and chassis, the C5 would also debut a new family of power plants that has become synonymous with modern V8 performance – the Gen III LS engines. These motors have not only seen extensive use throughout GM’s portfolio in the years since, they’ve also become the go-to motor for engine swaps in everything from vintage Camaros to Mazda MX-5s due to their light weight, compact packaging, bulletproof reliability, and ability to make a ton of power with very little effort. Here we’ll look back at the C5 to get a better sense of all the innovations it brought to not only the Corvette model but the industry as a whole, and see how its potent new motor helped bring modernized small block V8 power to the masses.
Rebooting The Corvette
After nearly a decade and a half on the market, Chevrolet decided it was time to put the C4 out to pasture. It’d had a good run that had culminated with Chevrolet’s “King of the Hill” ZR-1, a version of Corvette that was co-developed with Lotus and delivered supercar-level performance.
But the C4’s production run would continue on well past Chevrolet’s original plan, which was to debut the C5 in 1993 to mark the Corvette’s 40th anniversary. Corporate issues within GM would prevent the Corvette team from hitting that target though, and they would instead debut the car at the 1997 North American International Auto Show in Detroit. Fortunately, this is one of those cases where having patience really did pay off.
Though not a complete visual rethink, even from the outside it was clear that this was not some simple refresh of the C4, and the updated bodywork modernized the Corvette’s look significantly while keeping its family resemblance. It served a functional purpose as well, lowering the Corvette’s drag coefficient substantially from 0.34 to 0.29, the latter making the Corvette among the slipperiest bodies in the industry at the time.
Underneath the bodywork was a hydroformed frame with a rigid center tunnel design that provided a massive increase in torsional rigidity, which not only greatly reduced the rattles and squeaks that the C4 suffered from but improved the ride and handling of car, particularly in convertible form. This new platform also allowed Corvette engineers to relocate the transmission to just in front of the rear axle, which helped the car achieve a near-50/50 weight balance between the front and rear. Double-wishbones suspended the C5 at all four corners, while a composite transverse monoleaf spring was installed at each end of the car.
For those that preferred to row their own gears, a new a Borg-Warner T-56 6-speed manual gearbox was available, while a four-speed automatic was optional. Although the slushbox was one of the few carry-over components from the C4, power plant it was hooked to most certainly was not.
LS1 Power
Debuting alongside the C5 in 1997, LS1 was an equally radical departure from its predecessor. While the its 5.7 liters of displacement was similar to previous generation of Chevy’s small block V8, the LT1/LT4, commonality between the two generations more or less ended there.
The all-aluminum mill featured totally new designs for both the block and cylinder heads, six-bolt main caps, and a new distributor-less ignition system that relied on camshaft and crankshaft position data to trigger individual ignition coils for each cylinder. The camshaft was also positioned higher in the block in order to future-proof the motor for larger displacement applications down the road, as the location allowed for longer-stroke configurations without concern for camshaft interference.
This new block was paired with high-flowing cylinder heads that featured a 15-degree valve angle rather than the 23-degree angle utilized with the Gen II engines, which in turn offered a more direct path to the combustion chambers. In its debut configuration the LS1 offered 345 horsepower and 350 pound-feet of torque, up 15hp and 10lb-ft from the LT4, while also weighing 44 pounds less than the Gen II motor and delivering better fuel economy.
In 2001, Chevrolet would reach into their sports car’s rich performance history when they debuted the new Z06, a badge not seen on the Corvette since the 1960s. While it served as a successor to the C4’s ZR-1, rather than using a bespoke dual-overhead camshaft design, Chevrolet’s engineers instead tweaked the LS1 for even greater performance, upping the compression, revising the cylinder head design, and installing a more aggressive camshaft along with bigger fuel injectors. The result was the new LS6, which delivered 385 horsepower and 385 pound-feet of torque.
Though not nearly as exclusive (or expensive) as the ZR-1 had been (and despite being slightly down on power), the new Z06 could out-pace it in virtually every performance metric due in part to the scant 3100-pound curb weight and the rigidity of the fixed-roof coupe. The FRC body style had debuted 1999, initially intended as a budget-friendly alternative to the convertible and targa top cars, but became a performance variant due to being the lightest and most rigid of the three body configurations. Along with the more potent power plant, the Corvette Z06 received an array of performance upgrades, including the more aggressive FE4 suspension package, wider, model-specific wheels with Goodyear Eagle F1 rubber, improved brake cooling, revised gearing, titanium exhaust, and other go-fast goodies, all for just $500 more than a convertible model.
In 2002 the LS6 would get intake and camshaft revisions, along with and the removal of two of the exhaust system’s four catalytic converters, resulting in a bump in output to 405 horsepower and 400 lb-ft, bring the Z06’s sprint to 60 mph from rest to just 3.9 seconds and its quarter mile time down to the low 12-second range – formidable numbers even by today’s standards.
Though it would spent just eight years in production before the fifth generation Corvette would bow out to make room for the C6, Chevrolet would sell nearly a quarter million examples of the C5 throughout its life span, and the car would play a pivotal role in setting the stage for Corvette performance going into the future, not only on the street, but on race tracks around the world as well.
In 1999, Chevrolet would team up with Pratt & Miller in order to bring the fifth generation Corvette back to international endurance racing with the C5-R. Over the years, this purpose-built race car became one of the most dominant forces in GT class racing, securing wins at the 24 Hours of Le Mans, the 24 Hours of Daytona and the 12 Hours of Sebring among numerous others, and established a partnership between Pratt & Miller and the Corvette team’s racing efforts that remains in effect to this day.
In terms of the road-going Corvette, the C5 along with its LS-based power plants would lay the groundwork for the C6, which would receive a revised version of the C5’s platform that was 5.1 inches shorter while sporting a 1.2-inch longer wheelbase. It would also share much of its overall suspension configuration, albeit with revised geometry and optional magnetorheological dampers.
The C6 would also debut the latest iteration of the LS-based V8 engine family, the LS3, which would go on to find homes in everything from the fifth generation Camaro to GM’s full-sized truck and SUV lineup. Along with the rest of the LS engine family, the LS3 would prove instrumental in bringing serious horsepower into the mainstream in a reliable, compact, and light weight package, and would lead to even more potent iterations down the road. The first of these was the 7.0-liter LS7, a naturally aspirated, dry-sump, hand built, high-revving monster of a motor that debuted in the 2006 Corvette Z06 churning out 505 horsepower and 470 pound-feet of torque. That engine would later find its way into the giant-slaying fifth generation Camaro Z28 as well.

But true culmination of GM’s engineering efforts with the LS3 engine wouldn’t be seen until the C6 Corvette ZR1 with its supercharged, 6.2-liter LS9 engine. Generating 638 horsepower by way of an Eaton blower and host of performance revisions, the LS9 was the most production engine ever built by GM upon its debut.
Due to both their performance and adaptability for different applications, motors like the LS3, LS7 and LS9 remain popular choices for engine swaps to this day, and the millions of LS-based power plants that have been produced since the LS1 debuted in 1997 has ensured that modern V8 horsepower should be readily available to those looking to get reliable Chevy small block power for decades to come.