This past Sunday, Dec. 17, 2007, at Hub City Dragway in Hattiesburg, MS, I managed to get my "tune only" black '08 Z06 down to an 11.1392 @ 129.35 with a 1.7838 sixty. This was on the factory tires, which have about 3/4 of their life gone (I've been having fun these last 5500 miles, hehe). I believe I could have gotten an 11.0x out of the car (and quite possibly even a 10.9x???), but, alas, it was not to be, thanks to the factory clutch giving me fits (it's been slipping on/off since approx. 250 miles), plus a slight wind deficit.
(Note: All the above runs exhibited some clutch slip at some point within the run, unfortunately.)
Though these were not records, they definitely were not too shabby. I was quite proud and happy of the car and my driving. I received quite a few compliments, so thanks to everyone for such, as they are much appreciated. Those haters who were doubting my mods = suck it!
There were two other Zs at the track, an '07 black, and an '08 silver, tho the silver never ran. The '07 black was running in the 11.7 @ 124 range (the last I saw). This was with a CAI and tune (not sure of any other mods). BTW, if that owner is reading this, please send me a PM!
- Temperatures were awesome - 41 to 48 degrees for the most part.
- Track runs West to East.
- There was some wind from either the NW, NNW, or N. It averaged around 15 mph at the start of the racing, and was down to around 5 mph by the end of the racing. Not ideal, but wasn't too bad.
- Density Altitude ranged between approx. -800 and -1200 feet during racing hours (2pm = -812, 3pm = -815, 4pm = -912, 5pm = -1199, 6pm = -1345). Elevation of Hattiesburg is approx. 161 feet, depending.
Vehicle Conditions:
- Stock tune power = 464.61 rwhp and 432.31 rwtq SAE (Dynojet 224xLC, 89-90 degree temps).
- Custom tune power = 474.29 rwhp and 442.89 rwtq SAE (Dynojet 224xLC, 89-90 degree temps).
- Fuse was removed for exhaust. All launches were with the clutch ridden out of at least 3200 to 3500 rpms, so due to the fuse removal, there was some slight power advantage to be had in those rpm ranges (approx. 6-8 rwhp and 10-12 rwtq more than with the fuse replaced).
- Curb weight is slightly more on the 2008 models, due to the new TR-6060 trans. However, I do tend to wonder if the TR-6060 is any more efficient than the T-56?
Driver Mods:
- This was my 1st pass down the 1/4 in my Z, tho I have ran a few different times with it at the local 1/8. However, I have not ran at any 1/4 in over 2 years, regardless of vehicle.
- TC was OFF on all runs (Active Handling ON only).
- All runs were performed with powershifting (not lifting the throttle - all shifts were as quick as humanly possible) at approx. 6800 rpms.
Upcoming Mods:
- Clutch & flywheel swap (thank you Spec!).
- A&A Corvette Vortech system (thanks Andy!).
Please feel free to ask any questions. All props are welcome, as well.
Here's a video compilation of some of my runs. I've had a LOT of fun watching this video over and over. My hat goes off to my good buddy Dylan (StangRacing) for the work he put into making this video. It is literally AWESOME!
The white T/A in one of the runs has an STS turbo kit on it. Tho it wasn't making full power that day, he was dyno tuned this week to 545 rwhp! It'll be a good run between us next time.
P.s. Sorry for the dorky half-helmet. I couldn't find my full face helmet (I'm sure one of my needy friends has it, ha!). It is a Harley helmet, tho, if that makes up for it, LOL!
wow very fast pardner and on stock tires.my 07 black z bone stock 11.7 first run . this was in the summer time very hot,you pulled those times in 40 degree weather. if it drops below the 60,s in NJ the z goes no wear on the tires,they just spin a no burn out will help cuz of the track temp
I am amazed at the difference in the cars HP/TQ stock. I did a tune yesterday, but started out at 426 HP/399 TQ. I have a killer bee on the way, also plan a thermostat and ported throttle body.
I am amazed at the difference in the cars HP/TQ stock. I did a tune yesterday, but started out at 426 HP/399 TQ. I have a killer bee on the way, also plan a thermostat and ported throttle body.
Ahhh, well, there's a multitude of reasons why this is happening. Here, I'll do my best to explain.
The vast majority may start believing that these vehicles will pick up 20 to 30 rwhp in all conditions. In fact, the huge before/after gains some show can be possible, especially in hotter weather. However, to be as fair as possible, a multitude of various conditions must be taken into consideration here. Due to the poor placement of the IAT sensor on these vehicles, radiant heat from the radiator and engine greatly affects the accuracy of the temp readings given to the pcm. It is not uncommon to datalog the IAT sensor of the C6 vehicles (LS2, LS3, and Z06) showing temps of 100 to 150 degrees during low speed, extended idling, and continuious stationary periods, both running and not (yes, even with the hood up).
The factory IAT spark curve is very conservative, and simply modifying that table, along with some tweaks to the ECT spark table, and optimization of the PE table and MAF transfer, will allow for the vehicle to make consistent and repeatable power throughout all environmental conditions, which is honestly the biggest reason one should consider custom tuning in the first place. However, the simple fact is that the C6 Z06 will NOT pick up much more than approx. 10 to 15+ rwhp from the factory tune to a custom dyno tune in conditions that would allow for the IAT sensor to show less or not much more than 86 degrees, and when the ECT of the vehicle is less or not much more than 194 degrees. There's also the issue of the overly sensitive knock sensors, but that's another story to discuss in a different post.
I've attached the screenshots below of the factory C6 Z06 IAT and ECT spark tables, as well as my dynograph showing the difference between the stock tune and my custom dyno tune. First, a few notes:
- The conditions were ideal the day of my dyno tuning (10/13/2007). IAT temps were not showing any higher than 84 to 86 degrees during the two runs shown. ECT temps were kept to not any higher than 194 to 199 degrees.
- The gains below 85 mph were due to pulling the exhaust fuse. Additional spark didn't make any differences in this area.
- The vehicle made more power at approx. 12.5 to 12.7 than it did attempting to run it leaner or richer. A brand new wideband sensor was used, and it was installed pre-cat (not a tailpipe sniffer).
Here's also a graph showing the difference between the stock filter and without a filter (same tune was used, as was same run conditions). As can be seen, the factory filter is pretty damn good right out of the box.
Thanks for the info. Do I understand you are saying that the gains with a tune are environment dependent, so that performance is more repeatable with a good tune than stock? Because I would expect there to be variations in performance with temperature, altitude, etc, regardless of the tune.
Thanks for the info. Do I understand you are saying that the gains with a tune are environment dependent, so that performance is more repeatable with a good tune than stock? Because I would expect there to be variations in performance with temperature, altitude, etc, regardless of the tune.
Yes sir, that is correct, as well as "Absolutely yes!" (to your statement). As it's apparent that you realize, we're speaking of two different, but ultimately two factoring situations in regards to overall performance capabilities here.
My point is that the vehicles will show less power gains, after tuning, in ideal conditions than they will in non-ideal conditions. Your point is that the vehicle's overall performance will suffer or excel depending on environments.
The main intent with my above post was to point out to individuals that all of these Z06s will output within a few % of one another. It's quite often you see an individual say his car "must be down on power from the factory", and then they claim that tuner X gave them 40 to 60 rwhp, and now with their tune they are back to where everyone else is with a tune. There is just simply not that much variance in these vehicles, period.
As I said, the factory IAT spark curve is very conservative, and simply modifying that table, along with some tweaks to the ECT spark table, and optimization of the PE table and MAF transfer, will allow for the vehicle to make consistent and repeatable SAE corrected dyno power throughout all environmental conditions, which is honestly the biggest reason one should consider custom tuning in the first place.
great times! IMO, a tune is not a stock car. Great driving!!!!!
Thanks! I appreciate it!
BTW, I never said that it should be considered "stock". However, I feel I could have ran those times on the stock tune if it were not for my clutch giving me fits that day. I truly believe I could have gotten into the 10s with a good clutch and my custom tuning.
I am new to the C-6 Z06 having just purchased a 07 VY Z.
I sold a C-5 Z06 402 and did some self tuning. My HP tuners cord is updated for the new car but still in the Honeymoon Warranty period since its the first week.
I am new to the C-6 Z06 having just purchased a 07 VY Z.
I sold a C-5 Z06 402 and did some self tuning. My HP tuners cord is updated for the new car but still in the Honeymoon Warranty period since its the first week.
Actually, yes, it could (it's located within the MAF)! This could be done quite easily, just like the GTO guys do. Someone for them makes a plug-n-play adapter that doesn't require any cutting of the factory harness. All you would need is a plug-n-play harness for the factory MAF harness, a new separate IAT sensor, and potentially a grommet (if you want to keep it in the airbox, say right behind the filter area). The plug-n-play harness would separate the IAT wiring leads from the factory MAF, and put them to your new separate IAT.
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