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C6 Corvette ZR1 & Z06General info about GM’s Corvette Supercar, LS9 Corvette Technical Info, Performance Upgrades, Suspension Setup for Street or Track
Hi, I am planning to upgrade my 48K mile 2009 z06 for street and track (road course). My main objective is to build a high revving motor that could sustain high RPM at the track without worrying about valve issues. Any comments or suggestions on this build?
Mast 285 CC LS7 Cylinder Heads with Ti/Mo Intake and Exhaust Valves And Rocker Stand:
Katech Camshaft K501
Valve Spring Kit PSI BeeHive W/ Titanium Retainers,locks & Seats
Katech C5R Timing Chain
GM LS7 Timing Chain Dampner
GM LS7 Head Gaskets
Katech Cadillac Racing Lifters
Comp Cams 3/8" 7.800" Hi Tech Pushrods LS7 Length
ARP Crank bolt, Camshaft bolts & Head Studs
Comp Cams Rocker trunion upgrade
Hi, I am planning to upgrade my 48K mile 2009 z06 for street and track (road course). My main objective is to build a high revving motor that could sustain high RPM at the track without worrying about valve issues. Any comments or suggestions on this build?
Mast 285 CC LS7 Cylinder Heads with Ti/Mo Intake and Exhaust Valves And Rocker Stand:
Katech Camshaft K501
Valve Spring Kit PSI BeeHive W/ Titanium Retainers,locks & Seats
Katech C5R Timing Chain
GM LS7 Timing Chain Dampner
GM LS7 Head Gaskets
Katech Cadillac Racing Lifters
Comp Cams 3/8" 7.800" Hi Tech Pushrods LS7 Length
ARP Crank bolt, Camshaft bolts & Head Studs
Comp Cams Rocker trunion upgrade
Sounds like a good combo. The Mast 285s might be a little big as they could cost you some torque powering out of the corners at the track.
Sounds like a good combo. The Mast 285s might be a little big as they could cost you some torque powering out of the corners at the track.
What about choice of intake and exhaust valves? Should I go with ti/Mo intake an inconel exhaust or Ti/Mo for both?
Also, what about the 265s head instead of 285s?
What about choice of intake and exhaust valves? Should I go with ti/Mo intake an inconel exhaust or Ti/Mo for both?
Also, what about the 265s head instead of 285s?
If you wanna make real good power get the 285's but get a healthy cam to match the heads like:
LG G7XX
BTR Stage IV
QMS Hell Widow
QMS Widow R
Or a good custom grind
If you wanna make real good power get the 285's but get a healthy cam to match the heads like:
LG G7XX
BTR Stage IV
QMS Hell Widow
QMS Widow R
Or a good custom grind
-Curtis
what is "real good power"? I am seeking about 550-600 at the wheel not more with good street and track manners, hence I chose Katech K501 that Katech uses in their Track Attack combo. However I am not sure of the K501 + Mast 285 is a good combo. Would K501+265s be a better combo? Again I am not looking for crazy power output. I am looking for a reliable, street, track high revving motor that I can keep at redlining without worrying about valves.
what is "real good power"? I am seeking about 550-600 at the wheel not more with good street and track manners, hence I chose Katech K501 that Katech uses in their Track Attack combo. However I am not sure of the K501 + Mast 285 is a good combo. Would K501+265s be a better combo? Again I am not looking for crazy power output. I am looking for a reliable, street, track high revving motor that I can keep at redlining without worrying about valves.
No point in revving high if your not pushing the power up top. The cams I listed above will all make over 600whp with ease and make power to 7k and above. I personally have the G7XX with WCCH heads 623/545.
What about choice of intake and exhaust valves? Should I go with ti/Mo intake an inconel exhaust or Ti/Mo for both?
Also, what about the 265s head instead of 285s?
I see a lot of the others are trying to push you towards a good 1/4 mile cam with big top-end numbers. That is NOT what you want for the track and street. You want a ton of mid-range torque. It's not about the top end power. It's about under the curve torque. On the street the car will feel stronger than it will with a big cam too.
I would definately go with the 265s or have your heads reworked by a credible shop (American Heritage for instance). There's not a darn thing wrong with reworked stock heads.
Keep the Ti valves for the intake and exhaust, assuming affordabilty.
I see a lot of the others are trying to push you towards a good 1/4 mile cam with big top-end numbers. That is NOT what you want for the track and street. You want a ton of mid-range torque. It's not about the top end power. It's about under the curve torque. On the street the car will feel stronger than it will with a big cam too.
I would definately go with the 265s or have your heads reworked by a credible shop (American Heritage for instance). There's not a darn thing wrong with reworked stock heads.
Keep the Ti valves for the intake and exhaust, assuming affordabilty.
So what are the pros and cons 285s vs 265s? Are the 285s better with bigger cam and forced induction? How does one decide on what is the right size head in this case?
I see a lot of the others are trying to push you towards a good 1/4 mile cam with big top-end numbers. That is NOT what you want for the track and street. You want a ton of mid-range torque. It's not about the top end power. It's about under the curve torque. On the street the car will feel stronger than it will with a big cam too.
I would definately go with the 265s or have your heads reworked by a credible shop (American Heritage for instance). There's not a darn thing wrong with reworked stock heads.
Keep the Ti valves for the intake and exhaust, assuming affordabilty.
Finally I decided to go with this setup:
WCCH Brodix CNC'd LS7 Cylinder Heads with Ti Intake and Exhaust Valves & PSI High Lift Springs:
Katech Camshaft K501
Katech C5R Timing Chain
GM LS7 Timing Chain Dampner
GM LS7 Head Gaskets
Katech Cadillac Racing Lifters
Comp Cams 3/8" 7.800" Hi Tech Pushrods LS7 Length
ARP Crank bolt, Camshaft bolts & Head Studs
Comp Cams Rocker trunion upgrade
Stock bottom end.
The car already has:
MF103 CAI, ARH Headers, Catted X Pipe, Corsa
LG coilovers.
Should have all parts and works done within 3-4 weeks.
I will post dyno sheets before and after the work. I expect to be around 520-530whp on a mustang dyno. Car currently makes around 475whp on a mustang dyno.
Still waiting for my heads from WCCH. Should be getting them soon.
Delay is due to Ti/Mo exhaust valvles with hardened tips (vs lashcaps).
Cant Wait to get them installed. I am still not decided which cam to go with: currently thinking of Katech 110 vs katech K510.
Still waiting for my heads from WCCH. Should be getting them soon.
Delay is due to Ti/Mo exhaust valvles with hardened tips (vs lashcaps).
Cant Wait to get them installed. I am still not decided which cam to go with: currently thinking of Katech 110 vs katech K510.
I would suggest the K510 because it is on lobes that are easier on the valvetrain than the Torquer's XE-R lobes. Please feel free to correct me if I am wrong.
Nice list of parts you've got. Having the motor out where you can get to everything makes the install much easier, I'm sure. Look forward to seeing the rest of the build and the dyno numbers.
I was looking at different options, but at the end decided to go with LS9R, which is a bit lighter (fly wheel) with stock feel. What would you recommend? I was considering mcleod RXT.
10-24-2014, 05:48 PM
Suggestions on a LS7 head/cam upgrade
