⚠ WARNING: Cancer - www.P65Warnings.ca.gov
Description
Chevrolet Performance's new ZZ6 delivers more power than any 350 Small-Block ever installed in a production vehicle.
Rated at 420 hp and 408 lb.-ft. of torque, it derives its range-topping performance from unique, lightweight aluminum cylinder heads that enable optimal airflow at high rpm. The cylinder head casting is based on the proven Fast Burn design, with large intake runners and 2.00/1.55-inch valves. Beehive-style valve springs deliver greater high-rpm performance and durability. Their egg-shaped profiles have less reciprocating mass in motion, require less spring pressure for greater valve control and handle valvetrain stresses more efficiently. They allow the ZZ6 to rev higher to make the most of every cubic inch of air drawn through it. The ZZ6 also uses an aggressive hydraulic roller camshaft that supports the engine's high-rpm airflow capability while maintaining excellent low-speed drivability.
This Base crate engine kit includes the intake manifold, distributor, water pump, damper and flexplate - and the distinctive, racing-inspired valve covers that distinguish this crate engine as the latest in the ZZ legacy!
Specifications:
Power: 420 HP @ 5800 RPM, 408 ft. lbs. of torque @ 4500 RPM
Displacement: 350 CID, 5.7L
Bore x Stroke: 4.00” x 3.48”
Compression Ratio: 9.72:1
Recommended Fuel: 92 Octane
Block: Cast Iron, 1 piece rear seal, 4-bolt main caps
Crankshaft: Forged Steel
Connecting Rods: Powdered Metal Steel
Pistons: Hypereutectic Aluminum
Camshaft: Steel Hydraulic Roller Tappet
Cam Lift: .474” Intake / .510” exhaust
Cam Duration @ .050”: 208 deg. Intake / 221 deg. Exhaust
Lobe Separation: 112 Degree
Cylinder Heads: Dual Bolt Pattern Fast Burn Aluminum, 3/8” screw-in rocker studs
Combustion Chamber: 62cc
Valves: .200” Intake/ 1.55” Exhaust
Rocker Arms: Aluminum Roller, 1.5:1 Ratio
Valve Springs: LS Beehive 12625033
Balance: External
Maximum GM Recommended RPM: 5800
GM Recommended Torque Converter 3000-3400 Stall
Ignition Timing: Base 10 degrees BTDC, 34 degrees total @ 4000 RPM
Engine Includes:
• Fully GM assembled long block
• Black Aluminum Valve Covers
• Oil pump, pick-up and oil pan
• Aluminum Performance Dual Plane Intake
• Distributor and Spark Plugs
• 12-3/4” Auto Trans Flexplate
• 8” Harmonic Balancer
• Front timing cover
• Cast Iron Long Water Pump
• Oil Filter and Adapter
• Passenger Side RH Oil Dipstick and Tube
Notes: Engine does not come with pictured water pump or spark plug wires.
Purchase 12361051 wire set and 12685965 water pump if needed
Link to ZZ6 EFI Deluxe Engine Installation Guide
More Details
GM Notes:
After review of this case we have come to this conclusion. The ISC is damaging the ECU thru the use of a high amperage draw Aeromotive fuel pump (FP) running directly off of the ECU fuel pump control. They have voided this ECU’s warranty.
Keith’s case text from the 21st: he installed the new wiring kit , engine started and ran about 15 minutes and shut off and will not start , the fuel pump is not running , but will with a jumper to it and it make s grinding noise , he call Aeromotive where he got the pump and they are telling him he needs to add a 2nd relay to control the fuel pump with 10 gauge wire , Jules is inquiring where he should insert the relay in the system
Our response to the above: advised there should be no need for a 2nd relay , but is Aeromotive insists on it then he should have Aeromotive review the schematic and have them determine where they would want it to be
Unfortunately our response is incorrect. Per the ZZ6EFI I-Sheet on page 8: The maximum current for the fuel pump is 10 amps. If the fuel pump current will exceed 10 amps, a fuel pump relay is necessary. The added FP relay would be wired getting its power directly from the battery thru an appropriate fuse holder. The ground from the EFI system would control the added relay. If anyone has questions on to wire this please let me know.
Almost ALL current OE and certainly aftermarket high performance fuel pumps are going to draw more than 10amps running. The Edelbrock EFI system supplies power to the FP thru its main relay and the ECU supplies the ground to energize the FP. We do not have an Aeromotive FP p/n that he is using but I went thru some of Aeromotives I-Sheets and the lowest relay and fuse amperage I found is 20amps and then goes up.
Since we state in both the ZZ6EFI and SP383EFI I-Sheets on page 8 that anything over a 10 amp draw pump must use a relay with its own power supply to run the pump the ISC was voided the warranty on this ECU. We will still pay for what they have done and we approved so far but they need to add a FP relay with its on power supply. If the ECU will still not ground the FP ground circuit they MUST go over the install one more time looking at all system grounds. The battery main ground strap must go directly to the engine block (not frame and then block) and all ECU system grounds either go directly to battery negative lug or to the engine block. If all grounds are good they will need to purchase another ECU. If that is the case let me know and I will see if Edelbrock or CPP can get them one for purchase.
This brings a point I have tried to stress over the years. Whenever a new I-sheet comes out we all need to read the entire I-sheet when we have time. This I-sheet clearly states that 10 amps is the max. I missed it we all missed what was the cause of failure in this case.
In my opinion ALL ZZ6/SP383EFI system should be using a FP relay and not relying on the internal ECU ground control which can only handle 10 amps.
ZZ6EFI has always required a vacuum referenced fuel pressure regulator
