Archived Specialty File
From the November 1980 Issue of Car and Driver
TESTED
Bigger is better: the Duntov Creed. Of all its possible forms, none captures the spirit of the thing as well. Masters and Johnson notwithstanding, Zora Arkus-Duntov has cleaved to that belief with the righteous tenacity of a true zealot. While old Zora was in charge of Corvette engineering for Chevrolet, cubic inches grew in Corvettes like leaves on trees; and as far as a captivated Corvette audience was concerned, Corvettes stood taller tan trees. Duntov retired in 1975, a year after the first big petroleum squeeze–and retirement cam just in time for the man who loves go-power more than gas-saving.
Today's Corvette, like almost everything else these days, slinks around with its tail between its legs, finding plenty of room for it there after the horsepower castration. When Duntov looks around, glad to be out from under the pressures of overall efficiency, his eyes fade to a distant focus.
He must have been in such a mood when Robert Schuller caught him. Schuller wanted to roll today's best Corvettes out of his Sylvania, Ohio, shop with Zora Arkus-Duntov's name fixed on them where everybody could see it. He also wanted them to offer more than Duntov's name and a few cosmetic primpings. Schuller had set his sights on a Corvette with some chassis improvements underneath, a slick new body on top, and a turbocharger inside; and Zora's frame of mind being what it is, it was probably the turbo that hooked him. They settled on a production number of 201 cars. Zora got the first one, chassis number 000, the very one you see here.
What happens is that brand-new Corvettes with 350-cubic-inch V-8s and automatics are ordered by Bob Schuller's customers through normal dealers for drop-shipping to Schuller's place (or Schuller can do the ordering himself). His business is American Custom Industries, Inc.—and for those of you with a minimum of $37,500 to spend on a Duntov Corvette, you'll find it at 5035 Alexis Road, Sylvania, Ohio 43560; 419-882-2091. Once the workmen grubby their fingernails, it's hardly any time at all before the original body has been stripped off and the wheels, tires, and shock absorbers cast aside.
Then the fun begins. Bilstein shocks, tailored with Bilstein's help, are bolted in for improved handling and bump control. The power-steering gear is torn apart and reworked, the aim being greatly increased steering returnability-to-center. Burrs are cleaned up, bearings are set properly, and the worm gear is snugged up to make the steering tighter over center.
The engine and its accessories are, for all practical purposes, left alone—except for a thorough check-over and the installation of the turbocharger system. Schuller uses a 4.0-psi boost-producer provided by Turbo International. Most of the emissions equipment remains intact, and American Custom Industries claims the cars meet all emissions standards, though we are skeptical. Aeroquip fittings and braided metallic lines are used in the intensely hot area around the turbo for plumbing the radiator, oil return, air conditioner, and fuel system. A special air cleaner with vents on its upper side tops off the engine.
