I am an owner of a 2013 ZL1 with the following mods:
Kooks Long tubes 1 7/8, no cats
Airaid CAI
a Tony Mamo LS7 ported Throttle Body
BTR stage 1 Cam and platinum springs
ID850's
Lengenfelter HX
stock upper pulley and 9.55 lower. Making 14psi of boost.
Car runs very good power is good. I am not posting numbers because they will vary from dyno to dyno. anyway I am not a numbers chaser. I am a guy that likes a safe reliable combination.
This is a 93 octane car, and presently I am running 68% Injector Duty cycle and the fuel pump is 76%.

With the margin I have left on fuel I am looking at a set of ported LSA heads. My thoughts on the heads is I will pick up some HP, but I am hoping to get a little margin on detonation. I know a head guy can definitely work his magic and get me what I am looking for. Also I was thinking about bumping up the CR, but some people feel this is a bad idea unless I run E85 or Meth injection. I would think a guy could bump up to 9.5 / 1 and be safe?
Any input would be appreciated.

Rob

 

Rob,

By the time you properly go thru the LSA heads, clean then, R&R the guides, throw away all the crap OEM hardware, in my case CNC port and hand finish them, install lighter hollow intakes, new exhaust (solid), add all new PAC springs/hardware your well into the 2k range.

Now granted, I feel this is the best option of an LSA head your going to get and will make the most power for a "stock head" swap....but at that point you really ought to consider one of my ported TFS castings which only cost a grand or so more and what you get for that extra money is alot

My ported stockers go 360-365 CFM....the ported TFS design I have goes 390-395 CFM (a huge gain really) and both about 260 on the exhaust.

The TFS is a much more rugged casting, thicker head deck, will tolerate another 2 degrees of ignition timing with ease due to the better chamber design and I don't have to tell you what two degrees of timing is worth in power in a boosted engine with low timing. All of these features compound the goodness of the swap. I have alot of LSA CTSV customers making north of 700 RWHP with Stg 2 type cams (very drivable) and automatic transmissions.....if yours is a stick we should put down 725+ with 12-13 lbs of boost and the new heads Im discussing which btw I would bump to 9.5 to 1 assuming 92 or higher octane. Part of that bump would be achieved with a thinner gasket btw

I own a Gen 2 V......I have helped a ton of guys go fast with them.....you have the same platform in a Camaro. PM or email me for more info and we can go from there. I have a set of TFS ported heads on my shelf now I will make you a sweet deal on if your interested

Cheers,
Tony

 

Any upgrades to the supercharger cooling system (heat exchanger, reservoir, etc)?

 

yes, upgraded reservoir and a Lingenfelter twin fan hx.

 

I don't think bumping up the CR will net you more than if you bumped up the boost with a pulley change and stayed at 9:1. That being said, I think methanol + more boost would give you better benefits for less $$$.
Adding meth is a great upgrade/peace of mind if staying with 93 octane. You probably will be able to run 18#or more depending on your timing and tune.

You can also look at upgrading your factory heat exchanger to possibly lower IAT's

 

Hi Rob, the increase of INLET PORT Flow on a SC/Turbo engine is almost useless.
The best dollar/power reward is EXHAUST port flow increase.
The best gain would be a large exhaust with a "cut down" intake.
There are some who stated new "solid" exhaust valve, why not also slightly larger?
The Camshaft LSA is also VERY important on a SC engine, 124* ?
The inlet duration on a SC engine should be small, with extreme exhaust duration 250*+ ?
The art of removing the "hot" exhaust will resist detonation.

Lance

 

I'm going to keep this in my back pocket now considering my wife now has a 2012 CTS-V and has the bug about as bad as I do...

 

A while back a customer of mine did a Gen 2 TR-6060 CTS-V combination on E85.

They used Frankenstein Racing Heads Stage 1 Ported LSA heads, my 227/243 117+5 camshaft, 10% UD pulley, 2.75" upper, larger reservoir, 2" headers, full exhaust, CAI and a 102 TB. It made right at 800rwhp and 750rwtq.

 

Our stage 1 package includes full cnc porting with valve job, surfacing, and reassembly. We use our own FRH spring kit with PAC springs. This pacakge i believe holds all ctsv records. It'll make over 800 rwhp stock bottom end. give us a call or pm us for more info. pricing is around $1450, we have several customers post there ctsv results on our facebook page. https://www.facebook.com/Frankenstei...homepage_panel

 

$1450 includes all hardware? spring kit, cnc port, valve job and reassembled shipped back ready to be installed on the car??? wow

 

Yes that is correct. I've dealt with Chris many times in the past and present and he does one hell of a job when it comes to porting heads.

If you already have your own spring kit, usually you can send the kit with the heads to Chris and he will install the spring kit for you as part of the price. Of course he won't charge for a spring kit and the total price will be cheaper.

Chris also hand blends the valve job on all of his heads as a very nice finishing touch and it is also included in the price.

 

Man that's a great deal. What's the lead time for that?

 

Just get a meth kit add a few degrees in timing and be done with it.

 

that price includes everything except return shipping

 

lead time is 3-7 days

 

Porting the heads really is the correct way to go about this. Adding meth is still a good idea, but just adding meth and increasing boost is a bullshit way to get the job done. Do it right, so you only have to do it once. That is a smoking deal on quality work being offered by FRH.

 

Have you ported the blower or snout yet?

Chris, do you guys offer that? Tony?