C5 Z06 build..
Starting to plan for a C5 z06 build. Would like to make 450+ rwhp and trap at least 125 mph. So far here's what I have planned. Cam selection is where I'm still a little unsure.
Would be interested in feedback from you guys on the cam and overall setup. Anything you'd change/suggest different?
Ported LS6 heads by TEA milled to 61 cc ~ 11:1 w/ GM MLS gasket
FAST 92 (worth porting?)
LS2 TB
1 3/4" headers
Vararam CAI
ATI UD Pulley
BTR Stage II cam 227/234 .614/.576 113+2
-or-
EPS 226/234 EPS/LXL .598/.612 113+2
-or-
Comp 228/232 XER .588/.595 113+2
Would be interested in feedback from you guys on the cam and overall setup. Anything you'd change/suggest different?
Ported LS6 heads by TEA milled to 61 cc ~ 11:1 w/ GM MLS gasket
FAST 92 (worth porting?)
LS2 TB
1 3/4" headers
Vararam CAI
ATI UD Pulley
BTR Stage II cam 227/234 .614/.576 113+2
-or-
EPS 226/234 EPS/LXL .598/.612 113+2
-or-
Comp 228/232 XER .588/.595 113+2
Last edited by turboffr; Sep 2, 2014 at 02:07 PM.
I run this in a stalled auto with stock heads fwiw and absolutely love it. Guys using this cam with ported heads make great power and run impressive times from what I've seen. If I had a 6 speed I'd go with the regular streetsweeper.
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From: Wilson n.c.
Look up kirkevil on here he has the streetsweeper ht 228/232.he has gone 10.65 and made 460rwhp.senicalj4579 has same heads and comp 228/232 he also has gone 10 sec full street trim.i plan on going same route for my 71 nova
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I'd step up to 1-7/8" headers. ARH makes awesome headers for the Vette.
I'd run Cometic .040s as quench is more important than compression. Plus with stock gaskets you're at 11.2:1 not 10.9:1 with 60cc chambers. So I'd only mil to 61cc with the .040s and you'd be around 11.5:1 which is fine with the cam I'd recommend...
I'd do the EPS 230/238 113+2 using EPS lobes on both sides and ground by Cam Motion using the 8620 billet aircraft cam core. DCR would be 8.7:1 which is ideal on 93 and the valve events will work very well with the TEA heads. You want a little wider split with them and an IVC around 45-46 degrees. I gave you a little later IVC since you're in a lightweight car and you have compression. Plus it gives you more clearance with the milling being done (and I would do the stage 1 - keep your lightweight Z06 valves in the head - gives you more clearance and will still make power). Further, it only has 8 degrees of overlap, so it will still drive pretty nice.
I'd run Cometic .040s as quench is more important than compression. Plus with stock gaskets you're at 11.2:1 not 10.9:1 with 60cc chambers. So I'd only mil to 61cc with the .040s and you'd be around 11.5:1 which is fine with the cam I'd recommend...
I'd do the EPS 230/238 113+2 using EPS lobes on both sides and ground by Cam Motion using the 8620 billet aircraft cam core. DCR would be 8.7:1 which is ideal on 93 and the valve events will work very well with the TEA heads. You want a little wider split with them and an IVC around 45-46 degrees. I gave you a little later IVC since you're in a lightweight car and you have compression. Plus it gives you more clearance with the milling being done (and I would do the stage 1 - keep your lightweight Z06 valves in the head - gives you more clearance and will still make power). Further, it only has 8 degrees of overlap, so it will still drive pretty nice.
Kirkevil's car is one of the reasons I went with the ssht, and I plan on running the same heads on my car eventually. Ive ridden in Joe's (senicalj) car and it flat out hauls *** on the street. He and I talk a lot so were always bouncing ideas for motor combos lol
I'd step up to 1-7/8" headers. ARH makes awesome headers for the Vette.
I'd run Cometic .040s as quench is more important than compression. Plus with stock gaskets you're at 11.2:1 not 10.9:1 with 60cc chambers. So I'd only mil to 61cc with the .040s and you'd be around 11.5:1 which is fine with the cam I'd recommend...
I'd do the EPS 230/238 113+2 using EPS lobes on both sides and ground by Cam Motion using the 8620 billet aircraft cam core. DCR would be 8.7:1 which is ideal on 93 and the valve events will work very well with the TEA heads. You want a little wider split with them and an IVC around 45-46 degrees. I gave you a little later IVC since you're in a lightweight car and you have compression. Plus it gives you more clearance with the milling being done (and I would do the stage 1 - keep your lightweight Z06 valves in the head - gives you more clearance and will still make power). Further, it only has 8 degrees of overlap, so it will still drive pretty nice.
I'd run Cometic .040s as quench is more important than compression. Plus with stock gaskets you're at 11.2:1 not 10.9:1 with 60cc chambers. So I'd only mil to 61cc with the .040s and you'd be around 11.5:1 which is fine with the cam I'd recommend...
I'd do the EPS 230/238 113+2 using EPS lobes on both sides and ground by Cam Motion using the 8620 billet aircraft cam core. DCR would be 8.7:1 which is ideal on 93 and the valve events will work very well with the TEA heads. You want a little wider split with them and an IVC around 45-46 degrees. I gave you a little later IVC since you're in a lightweight car and you have compression. Plus it gives you more clearance with the milling being done (and I would do the stage 1 - keep your lightweight Z06 valves in the head - gives you more clearance and will still make power). Further, it only has 8 degrees of overlap, so it will still drive pretty nice.
That would be the simplest route no doubt, but I want a fast N/A car and then add boost down the road if I feel the need. I had an '06 vette with a 228/232 114+2 comp XER, stock LS2 heads, and FAST 102 intake. On 9.5psi w/ meth it made 646/593 and trapped 137 driving it like an old lady. I figured if I build the LS6 to make decent power N/A I won't have to run a ton of boost if it comes to that.
I am sure I know why I am agreeing on this choice...in a light Z06...reliable and drive-able as no other!
Did I mention the extra power???
Christian
Did I mention the extra power???
Christian
Update..... Pat G spec'd an EPS 234/238 .604/.604 111+3 (Pushing limit on Ptv clearance) w/61cc chamber and GM gasket 11:1 SCR, 8.36:1 DCR.
BTR recommended their stage 3 231/242 .617/.592 112+2
I also like JakeFusions recommendation for an EPS 230/238 113+2
BTR recommended their stage 3 231/242 .617/.592 112+2
I also like JakeFusions recommendation for an EPS 230/238 113+2
Last edited by turboffr; Sep 4, 2014 at 10:11 AM.
All three solid choices. Pick one and run with it.
After doing some more research I'm leaning towards a 230EPS/234LXL .600/.612 112+2. I really don't want a max effort cam or a cam I have have to flycut. With the good flowing heads and exhaust I also don't think I'll need a big split. Cam should work well with ported 243's or even AFR if I decide to go that route. 450-470 rwhp should be attainable. Thoughts on final combo?
TEA stage 1 LS6 heads milled .020 to 61cc
GM MLS head gaskets
230/234 .600/.612 112+2
LG 1 3/4 Super Pro headers
FAST 92 (ported)
LS2 TB
ATI UD pulley
C5R timing chain
SVO 30lb injectors
Vararam CAI
TEA stage 1 LS6 heads milled .020 to 61cc
GM MLS head gaskets
230/234 .600/.612 112+2
LG 1 3/4 Super Pro headers
FAST 92 (ported)
LS2 TB
ATI UD pulley
C5R timing chain
SVO 30lb injectors
Vararam CAI