A couple of Callaway articles I found online

[Aurora40]

I was searching around www.findarticles.com and found a few interesting Callaway articles:

When 350 HP Isn't Enough - Brief Article
Ward's Auto World, June 1, 2002

Byline: TOM MURPHY
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Reeves Callaway knows something about high horsepower.
In the 1980s, a derivative of his celebrated C4 Twin Turbo Corvette was known as the SledgeHammer, and it recorded a speed of 254 mph (406 km/h) on an Ohio test track, with 880 hp.
At the New York Auto Show in 1998, he rolled out the Callaway C12, based on the newly redesigned Corvette. The SuperNatural LS1 engine produces 440 hp (yes, that's based on SAE rating, not DIN) and propels the sleek super car to 60 mph (96 km/h) in less than 4.5 seconds.
So it was fitting to chat with Callaway at this year's New York Auto Show, moments after Bob Lutz revealed at a breakfast that General Motors Corp. would import the Holden Monaro coupe next year as a modern-day Pontiac GTO.
The breakfast plates hadn't even been scraped clean when the founder of Callaway Cars Inc., always looking for an opportunity, was breathless with excitement about the possibilities with the Monaro/GTO.
Callaway already supplies a 400-hp version of the LS1 5.7L OHV V-8 for the Holden Special Vehicles GTS in Australia. The car was an instant success in 2000, and Holden Special Vehicles doubled its order for Callaway engines in 2001.

The Monaro and GTS share the same platform, so Callaway's engine could work in the GTO. If Callaway has his way, the new GTO will offer as an option a high-output version of the standard LS1, which makes a none-too-shabby 350 hp as the base engine in Corvette.
The Callaway aftertreatment is good for an extra 50 hp. "And it's done very cost-effectively," he says. "There's no additional hardware bolted on to the motor." He says the power goals were achieved by working strictly on the upper end of the engine and with no displacement boost.
Callaway receives the GM LS1 at its shop in Old Lyme, CT. It then rebuilds the top end by machining the exhaust and intake ports and installing a new valvetrain, camshaft and throttle body. The engine also gets a new electronic control module and fuel delivery system. The powerplant remains normally aspirated, as turbocharging is an expensive alternative.
From Connecticut, Callaway ships the re-tuned LS1 engines direct to Australia for installation on the vehicle assembly line. If GM were to agree to offer the Callaway V-8 on the Pontiac GTO, the engine would travel more than 20,000 miles (32,000 km) from the U.S. to Australia and back before a driver even had a chance to mash the accelerator.
Callaway says he isn't assuming GM will offer the juiced-up V-8 in the GTO, but discussions have begun with the world's largest auto maker. And if GM wants the high-output engine for GTO, what's the limit of Callaway's capacity in Connecticut? "Good question," the owner chuckles. "I've been asking the engine shop, what's the upper end?"
If GM asked for 10,000 engines, Callaway says his company could oblige. "We'd do it today." For the high-performance Callaway Range Rover in 1999, the company provided the engineering and supplied parts to the Rover production line in the U.K. Such an arrangement could work with the Pontiac GTO, he suggests.
A Pontiac GMC spokesman says GM isn't closing the door on an enhanced GTO in later years. But he says the LS1 engine already is a high performer - as the base engine in the Corvette - even before Callaway tweaks it for another 50 hp.
The GTO proposal is part of Callaway's attempt to win more engineering business with OEMs. The company landed a contract to be a powertrain development partner to Mazda North American Operations for the new MazdaSpeed Protege, a 170-hp turbocharged prototype unveiled at this year's New York show.
COPYRIGHT 2002 PRIMEDIA Business Magazines & Media Inc. All rights reserved.
COPYRIGHT 2003 Gale Group

From: http://www.findarticles.com/p/articles/mi_m3165/is_2002_June_1/ai_88681582

 

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Power brokers - Design - Brief Article
Automotive Design & Production, May, 2002 by Christopher A. Sawyer

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According To Reeves Callaway, founder and CEO of Callaway Cars (Old Lyme, CT), "it's not that the OEMs don't want to create vehicles of their own. It's just that, by the product reaches the market, conditions have changed, the vehicle needs some tailoring, and their engineers are working on the next project." That's why Callaway and other tuning firms recently found themselves hard at work modifying Mazda's Protege sedan, with Callaway given the task of increasing the car's power output to competitive levels.
Mazda recognized that the Protege couldn't compete on equal footing with the Subaru WRX, Ford Focus SVT, or Honda Civic Si, which lowered its credibility with Mazda's target audience. To rectify this situation, racing and aftermarket suppliers -- Racing Beat, Racing Heart, Sparco, Tokico, Kenwood, and Callaway Cars -- were asked to develop parts for the Protege so that Mazda could drastically reduce the time and effort necessary to get a factory-built performance variant to market. For some of the suppliers, it was simply a matter of providing parts that were already developed for sale in the aftermarket. Callaway, however, had to develop the powertrain modifications from scratch under the watchful eyes of Mazda engineers.
"We studied the problem, determined where modifications were necessary, and what systems would be affected," says Mike Zoner, managing director of Callaway Cars. "We had just six months from the start of the project until production, which means we had to utilize a concurrent process for design, development, durability testing, purchasing, and build."

The Callaway-sourced parts (Garrett T-25 turbo, inter-cooler, underhood plumbing, etc.) were designed using Pro/ Engineer software, and the files sent directly to Callaway's rapid prototyping machines in order to produce parts for validating the build process in Japan. "Some of the parts are pre-assembled and installed at Mazda's engine plant," says Zoner, "while others are installed on the assembly line. The only way it would work was if the process was created while the parts were being designed."
It didn't end there. Callaway Cars also modified the engine computer, identified the need for 2.0-mm larger driveshafts, and sourced the heavy-duty clutch and pressure plate assembly, as well as the limited-slip differential. While all this was taking place, Zoner also had to verify that the modifications would meet Mazda durability standards in order to get approval from the company's engineers. "It's all pretty typical for this type of program," says Zoner. And one Callaway expects to repeat in the future.
"The market for specialty vehicles is small but growing," says Callaway, "and much of what we do to produce vehicles like the Mazdaspeed Protege to OEM standards, and in such a short timeframe, is so far beyond what the OEMs' are used to that it can't be done within their engineering and production systems." Which keeps the phones in Old Lyme, Connecticut ringing.
COPYRIGHT 2002 Gardner Publications, Inc.
COPYRIGHT 2002 Gale Group

From: http://www.findarticles.com/p/articles/mi_m0KJI/is_5_114/ai_86431074

 

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The Supernatural Does Europe - Callawy Cars - Brief Article
Automotive Industries, May, 2001 by Lindsay Brooke

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Catching up with Reeves Callaway's specialty-car and engineering empire.
It's been more than a decade since Automotive Industries spoke with Reeves Callaway. When we last visited his Old Lyme, Conn., facility, it was known as Callaway Engineering, and the design room was full of drawings of Aston Martin dohc cylinder heads destined for a new V-8 engine that eventually powered the Virage. The back shop was devoted to the ultra-fast, very exclusive "Supernatural" Corvettes that have become inextricably linked with the Callaway brand.
Much has changed at his company since the late 1980s. It's now called Callaway Companies, under which there are three operating groups: Callaway Advanced Technologies (engineering services), Callaway Cars (the specialty-car maker), and Callaway Racing, whose Corvette-based C12-R racer is the only American entry in the Porsche-dominated GT class at this year's 24 Hours of LeMans. We spoke with Reeves at last month's New York Auto Show.
Q: Now you have a design/engineering facility in Germany. Why?

A: Yes, it's in Leingarten, near Stuttgart. Regionalized car production around the world and the regional attitudes that go with them led us to conclude that we really needed a base of operations in Europe. We need it run by people who speak the language and are part of the automotive community there. We don't want to be seen as visiting Americans.
Q: So if a German OEM wants your services, that is their direct contact?
A: Yes. Every country has a skill set. We do all of our engine engineering and metal-partmaking in Old Lyme. We do all composite plastic parts and molded structures in Germany. We have our own autoclave there. When Mercedes needs a full-scale, walk-in mockup of the interior of a new van, that's the kind of work we do in Leingarten.
Q: What sparked the creation of the separate companies?
A: Some of it was done for legal reasons; some was operational. The thinking was like this: some of the jobs that would accrue would be pure engineering; others would be engineering/construct; others would be engineering/construct and then sell. Callaway Cars actually sells cars to real people -- nearly 800 cars in the last 15 years. That has liabilities attached to it.
Our vehicles end up being a nice calling card for our engineering services, which is why we still produce them. They keep our name in magazines, and they're really great vehicles.
Q: Tell me about your Holden Commodore GTS program.
A: Imagine you're Holden. You've got a very competent, V8-powered, rear-drive platform in the Commodore, and a very enthusiastic owner base. Then the new generation small block V-8 comes out and your engine supplier (GM) tells you that you can have the 200 hp version or the 240 hp version. That's your only choice.
Tom Walkinshaw, who owns Holden Special Vehicles, called me. He knew Callaway could get more power out of the engine while meeting emissions, fuel economy and durability specifications. Well, we got 405 hp. They offered us the contract to make the engines in series production.
The new GTS won the Showroom Stock race at Bathhurst, right out of the blocks. It's an easy, low-cost program to put into place. We receive trailer loads of the engines from GM, disassemble them in batches of 30 to 40, install our new componentry, pack them back up into their shipping containers and feed them back into the system, which ships them to Holden in Australia.
Q: What does your LeMans program mean to the Callaway brand?
A: People in the States really don't understand what LeMans is all about. If you're running a specialized sports car company, the amount of product you can get out the door is small. Your costs are the same as everybody else's, however. You find yourself making a car that costs, say, $200,000. And there are six or seven other companies making similarly priced cars. What are you going to do to sell your car against theirs? That's where LeMans comes in.
The badge of courage you get in doing a 24-hour endurance race against all comers, who have been doing it a long time very well, gives an authenticity you couldn't buy for yourself.
COPYRIGHT 2001 Cahners Business Information
COPYRIGHT 2001 Gale Group

From: http://www.findarticles.com/p/articles/mi_m3012/is_5_181/ai_76814684