2008 Chevrolet Corvette Z06 - Chemical Attack Z06

Ed Miklavcic has been around the high-performance block more than a few times, however, and after experimenting with turbocharged imports and supercharged Mustangs, he decided natural aspiration was the way to go-with a healthy nitrous system on tap for on-demand power.

"I grew up modifying cars," says the 38-year-old owner/operator of Bissell's Hideaway, a water park and RV resort in Ontario, Canada. "I started with the imports and blew up a few turbo engines. I tried the SVT Mustang, but kept throwing blower belts."

"I liked that the Z06 had a lot of cubic inches and a low curb weight," Miklavcic says. "That's a great recipe for speed, and I've never regretted my decision. It's the best car I've ever owned."

While experimenting with nitrous was in his plan at the outset, Miklavcic managed to get the car running low 11s at 131 mph, with 2.1-second 60-foot times, in naturally aspirated form. It was quick, no doubt about it, but Miklavcic had a goal to chase: "I want to run 9s," he says bluntly.

Achieving that goal would risk damage to the stock engine, thanks to the LS7's hypereutectic pistons, so a purpose-built engine combination was required-one with a rock-solid, all-forged rotating assembly suitable for nitrous use. For that, Miklavcic turned to Katech, in the industrial 'burbs of Detroit.

Callies Dragonslayer forged-steel crankshaft
Callies H-beam forged-steel connecting rods
Katech LS7 nitrous pistons and rings, with diamond-like-carbon-coated (DLC) wristpins
Lingenfelter stud girdle, main-cap studs, and cylinder-head studs
Katech Torquer LS7 camshaft, high-speed lifters, high-lift valvesprings, and titanium retainers

The great-breathing stock LS7 heads were reinstalled atop the strengthened short-block, and a stout C5-R timing chain was added to connect the crankshaft to the new Katech cam. Straddling the heads is a FAST LSXR 102mm intake manifold that was finished to complement the exterior. The engine also wears Katech's aluminum valve covers (painted black) and coil-relocation kit. Blowing through a set of Kooks long-tube headers, the engine made 520 rear-wheel horsepower without nitrous and 701 horses at the Tarmac with the giggle gas engaged.

Carbon-fiber nitrous bottle mounted in the rear storage compartment
NANO system (nitrogen-assisted nitrous oxide)
Remote bottle opener
NX direct-port components and billet fuel rails
Twin purge lines
NOS progressive activation controller
NOS LCD touch-screen control interface
Nitrous Outlet stand-alone fuel system

The fuel system supplies only the nitrous system; none of the fuel from the auxiliary tank makes it through the engine's standard injectors. It's only introduced to the engine through the nitrous/fuel nozzle. The stand-alone system operates in parallel with the engine's standard fuel system, which simply uses the factory 40-pound fuel injectors, and only draws fuel from the separate tank when the nitrous system is activated.

The NANO system incorporates a small bottle of pressurized nitrogen that is connected to the nitrous bottle and helps maintain the optimal pressure within it. That helps provide a fuller, more consistent "hit" of nitrous as the content of the bottle is reduced during use. A conventional, un-assisted bottle of nitrous loses pressure as the liquid nitrous in it is drawn out during use, so half a bottle doesn't have quite the same power as a full one. A bottle heater helps this, but the NANO system optimizes pressure for virtually the entire life of the bottle's contents.

Supporting the engine and nitrous system are a heavy-duty Ron Davis radiator, a Corsa exhaust system, and an Exedy twin-disc clutch. There's also a Koolmat drivetrain tunnel heat shield. When the nitrous-boosted horsepower finally hits the pavement, it does so through Michelin Pilot Sport Cup tires wrapped around black-painted Z06 rims. A set of Racing Brake brake pads replaces the factory pads for greater stopping power and fade resistance.

The black wheels are complemented by black body accents, including the hood and rear fascia, giving the car a decidedly track-ready appearance. There's also an extractor-style carbon-fiber hood from Hi-Tech Custom Concepts and a rear diffuser, both of which further contribute to the car's racing aesthetic.

The competition theme carries over to the interior, where a pair of A-pillar gauges monitors the all-important fuel and nitrous pressures. There are also system activation buttons and a big, red purge button located at the forward edge of the center console. Caravaggio racing-style seats and a flat-bottom steering wheel replace the stock Z06 items.

"I didn't want daily driving to be affected," he says. "What I love about the car is that the large nitrous shot is there when I want it, but the car drives basically stock otherwise. It's the best of both worlds."

If there's one thing the car doesn't have, it's invisibility. When you take a black-and-silver Z06 with a barking exhaust system out for a drive, heads swivel, fingers point, and police cars linger just a little bit longer at intersections. Hit the purge valve and it invites another type of attention-namely the other throttle jockeys who hear the loud "psshhtt" sound as a challenge. But this isn't a bolt-on, quick-hit nitrous system, and this car can answer such challenges with overwhelming authority.

It may have taken him a few years to come around to this weapon of choice, but since Ed Miklavcic turned to chemical attacks, the result has proved devastating to the competition.