2001 Z06436-inch V-8 Six-speed manual
MODS: Bored/stroked 436, Cartek Stage 4X heads (2.55 intake, 1.60 exhaust valves), custom cam (242/246, .620 lift, 113 LSA), headers, exhaust, underdrive pulley, LS6 intake, 30-pound injectors, TB, 4.10 gears, Cartek clutch, rebuilt trans, hardened output shaft
The '01 Z06 is the most serious member of Kevin's stable: a 436-cube mill built with Lunati, Eagle, and JE goodies. Atop this serious short-block are equally radical Cartek heads, and a lumpy cam too. Simply put, this C5 was built to haul ass, and that's exactly what Helmintoller did.
An evil cackle, emitted from the 3-inch Stainless Works exhaust, let us know when the C5 was about to make an appearance. That note changed to a high-pitched scream in the waterbox, as the slicks were given some heat. Once at the line, Kevin worked the delicate balance between getting the 436 off the line smoothly and blowing the tires away. Although his initial runs were 11.20 and 11.10 at 126 and 128 mph, respectively, the next two were a 10.96 and--for the best run of the day--10.93.
2001 Z06427-inch V-8 Six-speed manual
MODS: Stock
Words fail when you try to describe the beauty, the sound, and the furious performance of GM's newest supercar. Creating 505 horses from 427 cubic inches, and saddled with only 3,100-odd pounds, the 2006 Z06 will drive a sane man into a gear-banging, tire-smoking frenzy. That is, if you can overcome the sheer intimidation felt when viewing this animal head-on. If the Z06 were any more evil, it would have horns.
As this was Kevin's very first time racing the C6 Z06, we hung back and watched him get accustomed to the car. Apparently that didn't take long, as his very first run produced the best dead-stock pass of the day: 11.87 at 120.61. He made two more hits--one in the 13s and a 12-flat--and parked the beast. The C6 Z puts down a sick 450 horses at the rear wheels dead stock--a number us LS1 lovers thought was huge a few years ago. On its 325mm Goodyears, this could pose a problem; up to now, I hadn't had any seat time in the new Z06, and I wasn't planning on wadding up Kevin's. To that end, I felt that a three grand clutch drop and smooth power application would be key to getting the Z off of the line without a bunch of wheelhop and a wasted 60-foot. And as I wouldn't be powershifting the Vette, I'd also avoid any dicey change of direction drama with a big 1-2. Yep, I had it all planned out...
After a self-indulgent Second-gear burnout, I let the Z06 roll to the line and selec--damn, shifter's a little awkward--selected First. Pre-Stage is lit, let up on the ultra-light clutch to get staged, and dial in 3,200. When the tree drops, a smooth clutch drop and breath on the gas gets me out quick--LS7 screams--Jesus, this thing revs fast--First to Sec--WHERE'S SECOND GEAR??? AWW, COME ON! This supercar has a super-vague shifter ... oh, quit cryin' and own up to it--I blew it.
Blew it First to Second on the first run, then amazingly, blew it Second to Third on the next. But as much as I'd like to blame the shifter alone, Big K was able to change the gears no problem. I think my pea-sized brain was having a hard time finding a middle ground between a balls-out powershift and a granny gearchange.
Now completely frustrated and a little psyched out, I repeated the same burnout and launch procedure and gingerly massaged the gearbox when the LS7 was ready--which is RIGHT NOW. The big mill revs so violently in First that the 7,000-rpm redline tach can't even keep up; I thought the C5 Z06 revved quick, but the 427 is in another league. I found Second--then Third--and Fourth. Hallelujah! After babying it down the track, the Z rewarded me with an 11.91 at 121.65, and I backed it up with an 11.93 at 120. As weak as I felt those numbers were, and as eager as I was to improve them, I found the new Z06's weak spot: the soft clutch didn't much care for hot-lapping and required a substantial cool-down period or it was smoke city. Not wanting to waste Kevin's $70,000 ride, I parked it.
Ever fearless, Kev used that downtime to bolt up a set of drag radials. We weren't sure how the drivetrain would respond to 'em, but there was only one way to find out. And just as was the case on street tires, his best time was the first one: an impressive 11.73 at 124.14 miles an hour. The extra grip allowed a little more launch rpm and less wheelspin; even so, hot-lapping was too much for the Z and the following run was a 12.14. After a final cool-down period Kevin once again heated up the DRs and staged, and the Z06 streaked to an 11.78 at 123 and change, and finally an 11.81 at the same mile per hour. We both knew that there was more on the table, but it would have to wait for another time. This Vette is, by far, the sickest stock GM that I've ever driven.