Generation: C5
Year: 1999
VIN: C5R-001
Race Numbers: 2, 3, 63
Ownership: GM Racing / Pratt & Miller (1999 to 2002); Harry Yeaggy (Dec 19, 2002 to present).
Sponsors: GM Goodwrench GMAC GM-UAW GM Performance Parts
Drivers: Ron Fellows; Chris Kneifel; John Paul (Jr); Justin Bell
Status: Harry Yeaggy of Cincinnati (OH) purchased the car on Dec 19, 2002 from Pratt & Miller

Original Color: black, silver
Tires/Wheels: WHEELS / TIRES: Wheels BBS (1999 to 2003) - OZ (2004-05) Front - 18” dia. x 12.5” wide Rear - 18” dia. x 13” wide Tires: Goodyear Racing Eagles (1999 to 2004) CHASSIS / DRIVELINE: Pratt & Miller started 18 months prior with a completely stock C5 Corvette, with steel hydroformed chassis rails. They tore it down to its most basic components, and built it back up into a pure race car, slightly longer, lower and wider than a production C5. The initial C5-R factory race suspension was based on the stock Corvette's front and rear aluminum subframes, stock front upper and lower control arms, and stock rear lower control arms. The standard rear upper control arms were fabricated by Pratt & Miller to clear the Alcon aluminum racing brakes. The stock C5's 104.5-in. wheelbase stretched to 104.7 in. The length was stretched from 179.7 in. to 182.8 in. overall. The C5's stock height of 47.8 in. was lowered to 45.8, and the car's width was stretched from the stock 73.6 in. to 76.4 in.
Engine: It started-out using a specially built 6.0-liter small-block V8, with a 4.125-in. bore and a 3.42-in. stroke for a total of 365 cu. in, making approximately 600 HP at 7200 rpm with 495 ft.-lb. of torque at 5600 rpm. This compares to the stock Corvette's aluminum small-block engine has a 3.90-in. bore and 3.62-in. stroke, with 10.5:1 compression, making 345 HP. The racing engine's block has larger water passages than a stock block. The reciprocating assembly is based on a Moldex billet crank, Carillo connecting rods and JE forged racing pistons. The cylinder heads have been altered extensively from stock, with 12.5:1 compression. The valvetrain uses a Competition Cams grind on a Chevrolet camshaft blank. Chevrolet chose Iskenderian lifters, Fox pushrods and Jesel 1.9:1 rocker arms to complete the valvetrain. The electronics package includes two Delphi Electronics engine computer-and-ignition systems and a complete Pi Research Systems 6 dashboard display, data acquisition and telemetry system that includes motion sensors on the front and rear suspensions. A Kinsler racing fuel-injection system, with elaborate cross-ram air horns and a composite airbox between the engine and the hood, breathes through an air intake behind the headlamps. An aluminum motor plate mounts to the front of the block, with a structural aluminum oil pan and a modified stock aluminum front subframe. The engine uses an external mechanical three-stage oil pump and dry-sump lubrication with the oil tank under the fuel tank. By the second last race of the season, at Laguna Seca, a new 427 engine was introduced, using a new casting but still based on production 346 LS1.
Driveline: In the initial period, a five-speed Hewland racing transmission replaced the standard six-speed, mounted ahead of the differential. The balance of the drivetrain includes a 5.5-in. triple-disc Tilton carbon clutch, and a Pratt & Miller 3.11:1 rear end with Metalore axles and CV joints.
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URL: REFERENCES: David Palmeter web site at: http://palmeter.com Corvette Racing (US) at: http://corvetteracing.com Corvette Motorsport (Europe) at: http://corvettemotorsport.com
Unique Characteristics:
Modifications: Race-by-race changes by David Palmeter: 1999 Racing Season: •Daytona, 001, 002 - Original body, 366 engine (based on production 346 LS1) •Sebring, 001, 002 - same body and engine •Sears Point, 001 - new hood, roof scoop gone, 366 engine •Atlanta, 001, 002 - same as Sears Point (Sonoma) •Laguna Seca, 001 - 427 engine (new casting but still based on production 346 LS1) •Las Vegas, 001 - same as Laguna Seca 2000 Racing Season •Daytona, 001, 002 - Revised nose: "creased" air dam, more splitter surface, more undercut. Possible cleaner new rear flare •Sebring, 001, 002 - same body and engine •Le Mans, 001, 002 - same body and engine - final race for these chassis
Notes/Race History: RACE HISTORY - SUMMARY: GM’s official entry to racing was contracted to the Pratt & Miller group which has generally been responsible to campaign a two car team for the entire period, from 1999 to the present. There have been only one or two exceptions. The first being in 1999 to 2000 when the Riley and Scott team from Indianapolis was asked to run one of the two official GM entries, through to the C5R’s first efforts at Le Mans in 2000 and later, with C6R when three car entries were occasionally presented. Chassis C5R-001 raced for the first time at Daytona in 1999 (running as # 2) in the USRRC/FIA 24 Hour of Daytona race. Only one car was entered in this race and it first appeared in the silver and black checkers paint scheme. This car (running as # 2) finished 3rd in GT2 class in 1999 Daytona 24 HR race and 4th in the 1999 Sebring 12 HR race. Beginning with the Sebring race of 1999, two cars were entered. Chassis # 001 and #002 ran from 1999 through to (and including) Le Mans in June 2000. One of the cars (#002) was campaigned by Riley and Scott, up to and including the Le Mans 2000 event ??? In 2000, the car was re-numbered as #3. It finished 2nd in GTO class in 2000 Daytona 24 HR race. This was the last race for the Corvettes in the ROLEX Grand-Am series as rules changes effectively put the Corvette team out of contention.
Registry ID Number: 492

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1999 at Sebring - Mike Smith