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Author Topic: Fastest Avalanche list (track times)  (Read 113970 times)
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DrX
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« Reply #375 on: 07/10/17 04:54 pm »

Holy crap! TWIN blowers?
430CI ?

I agree that is one insane setup.

I want a durable setup that I can beat on once in a while without worrying if I am going to break it.

At this point my goal is 600 hp and I fully expect to have to swap out the whole drivetrain to accomplish this goal.
I am under the impression that 600hp with a 6.0 and magnuson style blower in a durable setup is doable. Since I am trying to build an offroad beast I don't need big "bug catcher" sticking out of the hood and hope to keep it reasonably sane.

As to your A/C goals the M2 should be able to help you with those goals...
I wasted about 30 hours tracking down a coolant leak and repairing it.. Hopefully I finally got it and can get back to working on the M2 drivers for our trucks.  That unit is fully programmable and has 6 12 volt i/o lines so you should be able to control whatever you need to.



I would go with a Magnacharger TVS 2300 on the 6.0 if aiming for 600HP without have to spin the blower so fast that it creates a ton of heat. Probably a mildly built 4L80E trans and beefier driveshaft. Get rid of the G80 locking diff if it has one and replace with a Truetrac.

Excited about the M2. I have designed and programmed some of my own controllers but have never touched an Arduino.
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2004 Z71, Black, cladded, 2WD conversion, Twin Blown 429 LSX, 80E  with transbrake, B&M Megashifter, custom 14 bolt SF rear......<br />2014 Ram 2500, Cummins 6.7<br />2017 Camaro 2SS<br />Twins Vid
DrX
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« Reply #376 on: 07/10/17 04:58 pm »

You still have one insane AV DrX

Definitely a beast.
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2004 Z71, Black, cladded, 2WD conversion, Twin Blown 429 LSX, 80E  with transbrake, B&M Megashifter, custom 14 bolt SF rear......<br />2014 Ram 2500, Cummins 6.7<br />2017 Camaro 2SS<br />Twins Vid
redheadedrod
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« Reply #377 on: 07/11/17 06:53 am »

Might have to find out how you got that all running so I can see what such a setup might do in my old Caprice... That sucker currently runs 13.5's with stock motor, tune, freer exhaust and gears... (Shouldn't say currently because it is in storage with blown trans)

That motor is a stock LT1 but been trying to consider what crazy things I can do to it...

Is there room under the trucks hood for twin blowers or did you have to install a different hood? I watched the video you posted but it didn't show a front view with the hood closed.

As far as the M2, I have one sitting here right now with a bluetooth/wifi module on it.. With the Xbee adapter you can do those or even cellular if you wanted to use it for a security system or something. With the cellular option you could potentially take your truck to the track and track all of your ODBII information from your computer at home automatically in real time although with the sdcard you could just log the day on the module and download to a computer later etc..

Going out today to try finishing up some stuff on the truck and get it back together. Have a "hacking" event this Friday otherwise will be back to working on the M2 stuff next week. Looks like will be bigger job than I expected. May be building the original driver off a driver done for a college class... 

But back to that truck.. Thinking the only way it could get crazier is using more than one engine... How much HP does that sucker put out?
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DrX
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« Reply #378 on: 07/11/17 11:04 am »


Is there room under the trucks hood for twin blowers or did you have to install a different hood? I watched the video you posted but it didn't show a front view with the hood closed.

But back to that truck.. Thinking the only way it could get crazier is using more than one engine... How much HP does that sucker put out?


Yes, custom hood. Too bad Photobucket decided to block all links and hold everyone's pics for ransom.  Theoretically, over 1000HP, but never dynoed with this setup. Everytime I have scheduled I lost the trans before the dyno date. Will try again once I finish the Dominator ECU install. I am not spinning the blowers as fast as I could....wanted to keep them in their more efficient RPM vs Boost range.
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2004 Z71, Black, cladded, 2WD conversion, Twin Blown 429 LSX, 80E  with transbrake, B&M Megashifter, custom 14 bolt SF rear......<br />2014 Ram 2500, Cummins 6.7<br />2017 Camaro 2SS<br />Twins Vid
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« Reply #379 on: 07/11/17 03:47 pm »

Yes, custom hood. Too bad Photobucket decided to block all links and hold everyone's pics for ransom.  Theoretically, over 1000HP, but never dynoed with this setup. Everytime I have scheduled I lost the trans before the dyno date. Will try again once I finish the Dominator ECU install. I am not spinning the blowers as fast as I could....wanted to keep them in their more efficient RPM vs Boost range.

I uploaded a couple pics of the hood here: http://torquerush.com/AvPics.html
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2004 Z71, Black, cladded, 2WD conversion, Twin Blown 429 LSX, 80E  with transbrake, B&M Megashifter, custom 14 bolt SF rear......<br />2014 Ram 2500, Cummins 6.7<br />2017 Camaro 2SS<br />Twins Vid
redheadedrod
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« Reply #380 on: 07/12/17 08:12 am »

All I can say at this point is wow....

Very impressive.
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enoniam
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« Reply #381 on: 07/17/17 05:59 am »

Somebody here may be interested in a blower off of an LSA engine and kit for putting on a cathedral port LS engine - $1250 on performancetrucks.net.  As noted in the add will need several more items to get this running on your engine but it might be for someone here...

https://www.performancetrucks.net/forums/gm-parts-classifieds-23/lsa-blower-truck-conversion-549673/
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #382 on: 07/17/17 06:52 pm »

That should be a pretty good upgrade for a AV or someone with a gen 2 EXT
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« Reply #383 on: 09/09/17 06:06 am »

I'm entered in the Rumble bracket racing class at LS Fest this weekend, and in my first qualifying run yesterday Ol' Yellar did her best yet at 13.500 at 100.88 mph.  This is a class with indexes from 11.0 to 15.0, with 1/4 second breaks, so it looks like the 13.5 index it is.  Still two more qualifying passes before elimination runs so I'm hoping for an even better run.  First run was just under 14 seconds but was spinning rear tires until hitting second gear.  Pedaling the throttle helped a lot on second run.  Still was spinning off the line but after lifting some got it hooked up.
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #384 on: 09/09/17 06:35 am »

This is your ATK engine without the SC installed?

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« Reply #385 on: 09/09/17 04:40 pm »

ATK engine with the supercharger.
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #386 on: 09/09/17 07:45 pm »

Two more runs today, both less time, one more mph.

13.360 at 99.49 - lost speed at top end due to knock retard cutting 8 degrees of timing before the 2-3 shift.

13.376 at 101.01 - was actually wanting to be at 13.500 to get a possibly by in first elimination round but broke out.  Not used to having to shoot for a slower time.  Maybe I should have selected the 13.25 bracket class...
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #387 on: 09/09/17 08:15 pm »

Are you running street tires.
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enoniam
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« Reply #388 on: 09/10/17 06:39 pm »

Are you running street tires.

Yes, Kumho Ecsta STX KL12 Street/Sport Truck All-Season, 285/60-18.  Couldn't find summer performance tires in that size when I bought them, used to run BFGoodrich g-Force KDW summer high-performance tires.
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #389 on: 09/10/17 07:05 pm »

So today were the elimination runs.  Won the first when my competitor broke out by 0.007 seconds.  I was 0.018 over my index.  He was over the finish line 0.1993 seconds ahead of me so definitely a close race even with the breakout.

Lost the second.  I broke out by running a 13.395 against a 13.5 index, but really I lost it at the tree.  I had a decent reaction time of 0.223 (pro tree where all yellow lights come on together) but that was more than the combination of my competitor's reaction plus his time over his index.  I could see that he wasn't going to beat me to the finish line so I lifted at 98 mph and coasted over the finish at 94.5 mph, hoping to not break out, just barely beating him there, but still broke out.  It was very close at the finish line, I crossed 0.0355 seconds ahead of him.

Have to tip my hat to that guy for his reaction time of 0.073 and being just 0.080 over his 11.5 index.  (He was running a modified current model Chevy SS.)  This truck just wants to run 13.3s.  I probably should have picked the next available index down, 13.25, but in this case he flat out beat me at the lights so it didn't really matter.  Even so represented the AV nation well I think.
« Last Edit: 09/10/17 07:12 pm by enoniam » Logged

2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #390 on: 09/10/17 07:52 pm »

Bit of a side note, while wandering through the LS Fest crowd, spotted Ian Johnson of "Xtreme Off Road" and Mike Galley of "Engine Power", went up to them and told them I enjoyed their TV shows and shook their hands.
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #391 on: 09/10/17 09:09 pm »

Yes, custom hood. Too bad Photobucket decided to block all links and hold everyone's pics for ransom.  Theoretically, over 1000HP, but never dynoed with this setup. Everytime I have scheduled I lost the trans before the dyno date. Will try again once I finish the Dominator ECU install. I am not spinning the blowers as fast as I could....wanted to keep them in their more efficient RPM vs Boost range.

Is this the Av done by Motion Performance?  I just saw the dyno pull on Facebook at 885 horse.  Curious because the valve cover said LSX 454.
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« Reply #392 on: 09/10/17 11:43 pm »

Is this the Av done by Motion Performance?  I just saw the dyno pull on Facebook at 885 horse.  Curious because the valve cover said LSX 454.

I believe it's a 429 with twin superchargers.
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« Reply #393 on: 09/11/17 01:51 pm »

Pic of me and O' Yellar and two time slips
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #394 on: 09/12/17 07:39 am »

Are you still using the "stock" 6.0 ATK motor or have you done some things to it?

Curious because when I called them to discuss options they told me that the 6.0 like you have is about $4000
(with a ~500 core for the 6.0. No core for 5.3 which was $500 cheaper)

I told them I was looking to go with the Maggie and likely go with the 10PSI option. They told me they would build a custom engine for that application with lower compression to allow me to still run regular gas (Might have been confused if they meant as in opposed to race gas or if they really meant regular as opposed to premium) They told me it would be $7000 for that build. Just trying to sort out what they might be doing. Stronger Crank? Different Cam? Different heads?

Probably could call them back but kind of thinking I would wait.
Might pick up the Maggie and bolt it up to my 5.3 if I get some extra cash and see what it does but I am guessing that involved injectors, fuel pump and some other upgrades which might make me replace the fuel lines...

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« Reply #395 on: 09/12/17 10:48 am »

I'm using the engine with the internals as they shipped it to me, but it was their High Output 6.0, 460 hp, 470 ft-lbs.

I would imagine that for a supercharged engine they would reduce the compression as they indicated, and probably use better pistons.  So far I'm doing pretty well with it, running 93 octane but with water/meth injection to effectively raise the octane.

When I bought it they were charging around $3600 if I remember correctly, with no core charge.

I will note that this is the second engine that they sent me as the first one failed at about 4000 miles when a broken valve spring dropped a valve.  Hadn't put the supercharger on that engine and wife was literally pulling into a store parking lot when it failed so it certainly wasn't being stressed at the time, and I had the computer tuned to WOT shift at 6000 rpm, which was what they noted was the top of the engines power range.  (With the centrifugal supercharger I'm now shifting at 6400 rpm.)

I'm a bit leery of going to 10 psi, primarily due to the pistons, although people are pushing a lot of boost through stock junkyard 5.3s with good success.  GM says the hypereutectic pistons are only reliable up to about 550 hp - last I checked their highest hp hypereutectic pistoned crate motor they rated at 556 hp.  If I optimize a 460 hp motor at 8 pounds of boost it'll be pushing 700 hp.  Right now the biggest thing holding the engine back at the 7-8 pounds of boost that I'm running is lack of intercooling - I was seeing Intake Air Temps over 210 degrees last weekend.  But I'm also seeing an occasional 100 percent duty cycle on the fuel injectors so I'm outgrowing the 42 pounders I'm running.
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #396 on: 09/13/17 10:37 am »

What size are stock 5.3 injectors?

With your setup do you only make power near the top of the range or do you make some decent power at low RPM? I know the talk is that the roots style blowers such as the Maggies are nice because they give a more linear boost which SHOULD relate to quicker off the line.

Sounds like I might be OK then with my stock 5.3 with the stock 6psi pulley with a Maggie then and when I go to the 6.0 I would go with a smaller pulley to get the 10 psi. I know for the LT1 in my '94 caprice it was common to go to the mustang injectors because they were 50psi and didn't lock up like the stock GM injectors did at high duty cycles.

I know with my motor having almost 270k miles I am pushing it but atleast the heads are fresh...
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« Reply #397 on: 09/13/17 02:15 pm »

Stock injector size is IIRC 24 #/hr, more for flex fuel trucks.

I make power all over the power band.  Keep in mind the engine was rated at 470 ft-lbs normally aspirated.  Add in that I've got a 3000 stall torque converter that gets the revs up high enough that the centrifugal supercharger is starting to make boost right off the line.  Even on the prepped track I was spinning the tires off of the line.  When I just floored it the tires were spinning until the truck hit second gear.  My best times were when I rolled into the throttle some to keep from spinning the tires.

I've never experienced locked up injectors, even though I've had them hitting over 100% from time to time.
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2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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« Reply #398 on: 09/13/17 03:39 pm »

Just looking at my options at this point. I know the stock 5.3 is significantly less power and I just saw an article where with a few minor changes they were pushing 600hp with a 5.3 engine using a Mag

http://www.hotrod.com/articles/ccrp-0811-5-3l-truck-engine-with-625hp/

So sounds like for the SC engine ATK is looking at stronger parts. Will have to discuss this with them when I do finally get to the point I can order a better motor.

Looks like the 50# injectors are the way to go?

Are you on a stock PCM or aftermarket? I am curious what the limits with the stock PCM are. I know on my Caprice if you built the engine at all you ran into the RPM limit of the PCM. The fix was to upgrade to the ODBII PCM which gave a little more but almost better to go to after market PCM.

Can see it now... Put on a 6" lift kit,  a blower, bigger wheels and change gears... And see how far that gets me before going further...



Rodney
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« Reply #399 on: 09/14/17 05:33 am »

As far as injectors go, size depends on the hp you think you are going to end up with.  I'm not sure what your aspirations are, as well as if they are firm or subject to increasing over time as you hit goals.  If you are like me, and this is a continuing journey, then it's hard to say.  I'm probably going to go with something in the 60# range to give me a good deal of margin for future power increases.  (Air-to-air intercooler, smaller sc pulley)  Now that the truck is in the lowish 13s, I'd like to get to the 12s.

I'm on the stock PCM.  They are very capable.  I've never been rpm limited, and have seen a touch over 7000 rpm in the vette with the stock and very similar PCM.  I think they are good to at least 8000 rpm.  Unless you want dual injectors per cylinder, low impedence injectors, or NOS, without any add-on controllers, I don't see a need for aftermarket PCM.  There are some variances in what various vintages of PCM hardware and software can support, but for the most part the truck PCMs can do what most need.  For instance in the vette the software allows for turning on/off the radiator fans based upon vehicle speed, whereas the trucks don't have that feature.

You can use a PCM from a different LS-based vehicle to get different features if you feel limited.  For instance I just put a PCM from a V6 S-10 into a customer's 68 Camaro with a 5.3, replacing the PCM that he had in it from a 2002 Camaro, due to issues with the computer's injector firing circuit(s).  Reprogrammed it for 8 cylinders, etc., and now he's got the tranny pulled because with the full capability of the engine the clutch was slipping.

Further discussion on this topic probably best on a dedicated topic.
« Last Edit: 09/14/17 05:40 am by enoniam » Logged

2003 with ATK 460 HP 6.0, Speed Engineering Long Tube Headers and true dual 3" exhaust, Truetrac rear, 3200 Circle Stall, tranny upgraded with 4L65 and other heavy-duty parts, Weld Racing 18x10 forged wheels, HPTuners custom tune, Vortech supercharger, water/meth injection, Magnavolt fuel pump voltage booster, DeatschWerks booster fuel pump, 42#/hr injectors, 13.3 @ 101 in the quarter mile.
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