I'm brand new to the LS engine platform. Just got myself a C5Z to play around with and enjoy an analog car with some actual sports car DNA. Not looking to build a hard-core racer or anything but something that drives somewhat civilly on the street, rips the mountain passes, can have fun at occasional autox or HPDE events, and maybe even a trip or two to the drag strip. In essence, build an "enthusiast" car that can do it all.

Anyway. Starting with a low mileage C5Z, I immediately started doing some reading and ordering. Aside from all the suspension and brake goodies, the stuff that matters here (see below) was all added simultaneously. Bold move from a tuning standpoint but I was confident I could get it dialed in. I'd say it's getting there.. I still have some work to do specifically on the low RPM/startup areas and potentially others, but for my first go at LS tuning I think we're doing pretty good, considering we've only got about 50 miles or so of tuning done.

I'd really like to see/hear any and all feedback on how things are looking to those of you with more LS experience. I'm open to criticism as well.

So for the mods that matter:
SLP Blackwing Filter - OEM LS6 MAF and airbridge
OEM LS2 90mm TB
Mamo Ported FAST 92
Fuel Injector Clinic 365cc/min (40lb @ 58psi)
TFS 215cc CNC Heads w/ Ti Retainers (springs as supplied)
Cometic .040" Headgaskets
YellaTerra TFS specific 1:7 Roller Rockers
CamMotion Titan 3 Camshaft (224/228-113+4)
Katech C5R Chain, New GMPP Gears
KaTech Oil Pump (std. pressure)
Kooks LT Headers, w/ Green Cat X-Pipe
OEM Ti Exhaust

Noted areas where I know improvement needs to be made:
(1)VE Table needs refinement, specifically in low RPM areas.
(2)Start-up rich, due to the above.
(3)Throttle Follower/Cracker could probably use some refinement, though currently not bad enough to be the primary concern.


Things I'm curious about:
(1)Thoughts on my EOIT? I think what remaining "smell" I have is due to my fueling error in the VE, but perhaps there's some improvement to be had with EOIT tweaks?
(2)Part throttle, low-mid RPM ignition timing? Does it fit within the "ballpark" of what those of you with more experience use for this size cam on this size/compression engine?


Overall thoughts/comments/concerns?

 

I glanced over everything and it looks good to me! We have a pretty similar setup and I'm only on a P59.

For startup, other than VE/fueling there, you can add some startup airflow which might help it get going.

EOIT..... Instead of delaying injection like is often recommended for the really aggressive/lots of overlap cams, I actually advanced mine slightly. I have a similar 226/230 113 +3 cam and it being pretty mild overall, I kept in line with the oem strategy of setting end of injection to complete before the intake valve opens-- letting the fuel evaporate some before the intake valve opens. I'd have to dig it up, but I had a calculator that converted the reference values used in the LS1B ECUs to actual valve timing.....compared stock z06 cam vs my cam specs (Intake Valve Open specifically), and advanced it by 0.20 (per the LS1B reference value system). I can't remember specifics it's been so long ago, but I tried a few different combos of advance/retard inj timing and honestly it didn't make a huge difference in my experience.

I spent a bunch of time fine tuning stuff and ultimately I ended up running speed density on my car. I'm also running the LS7 card style MAF, so that may have affected my MAF tune in a negative way, but VE I was just able to get the car to run smoother, more consistent... less idle dips, whatever small little annoying things that would pop up from time to time. Something to consider.... but yeah, dialing in the entire VE table is quite a bit more work (above 4k rpm).

 

Oh, and you'll probably get a lot more responses and feedback on the HPT forums honestly.