Spec Sheet
Car: ’06 Z06
Block: Stock LS7 aluminum
Displacement: 427 cid
Compression Ratio: 11:1
Heads: Stock CNC-ported LS7 aluminum
Valves: Stock 2.20-in. titanium/1.61-in. sodium-filled
Camshaft: Stock hydraulic roller (0.591/0.591-in. lift, 211/230-deg. duration)
Rocker Arms: Stock 1.8-ratio
Pistons: Stock hypereutectic aluminum
Crankshaft: Stock forged steel
Rods: Stock titanium
Intake Manifold: Stock LS7 composite
Throttle Body: Stock 90mm electronic
Fuel Injectors: Stock
Fuel Pump: Stock
Ignition: Stock
Engine Management: Stock ECU
Power Adder: NA
Exhaust System: Stock 3-in. with vacuum-operated “bypass”mufflers
Transmission: Stock six-speed
Clutch: Stock
Driveshaft: Stock
Front Suspension: Stock
Rear Suspension: Stock
Rear End: Stock, 3.42 ring-and-pinion gear
Front Brakes: Stock 14-in. cross-drilled rotors with six-piston calipers
Rear Brakes: Stock 13.4-in. cross-drilled rotors with four-piston calipers
Wheels: Stock 10-spoke (18x10.5-in. ’01 Z06 rear wheels used for racing)
Front Tires: Goodyear Eagle F1 EMT, 275/35-18
Rear Tires (street): Goodyear Eagle F1 EMT, 325/30-19
Rear Tires (race): Nitto Extreme Drag, 335/30-18
Fuel Octane: 93
Weight: 3,130 lbs. without driver
Best ET: 11.74 seconds
Best Trap Speed: 124.14 mph
Best 60-ft. Time: 1.88 seconds
Current Mileage: 1,400

'01 Mallett/Cartek Z06
At what point does a small-block officially cease to be "small"? Thanks to the LS-engine experts at Garwood, New Jersey's Cartek Racing (www.cartek.net), the answer is "a lot bigger than you might think." To create a properly puissant engine for Helmintoller's '01 Mallett Z06, Cartek's Dave Busch and Julio Hormilla wedded a re-sleeved LS6 aluminum block with a 4.125-inch forged Lunati crankshaft. The result is a 436-cube colossus worth a dyno-verified 532 rear-wheel (around 625 flywheel) horsepower. (The total may actually be higher now, as Helmintoller has added a Meziere electric water pump and a freer-flowing 3-inch exhaust system since the car was last dyno'd.)

Unlike the virginal '06 Z, the '01 was a dragstrip veteran that had been painstakingly annealed for the rigors of all-out acceleration testing. We weren't too surprised, then, when the car promptly laid down a string of low 11s at 126-128 mph, easily bettering the efforts of its current-generation competitor. Mickey Thompson slicks and a race-spec clutch meant the C5 Z could be launched much harder without fear of scrambling driveline parts, and a short-throw B&M shifter made executing rifle-shot Two-to-Three shifts a considerably less nerve-jangling affair.