2010 Camaro SS Heads - Super Chevy Magazine

After running a 12.27 at 114.54 mph with the Tune Time Performance '10 Camaro SS in the October issue, we (like most folks), wanted more power and lower e.t.'s. First, let's rewind and refresh so you know what we've done to this new Camaro (automatic trans, L99, 400hp).

The first thing on day one for the new F-body was baseline dyno and strip testing. It ran a strong 13.25 at 106.42mph at Old Bridge Township Raceway Park in Englishtown, New Jersey and spun the Tune Time Mustang dyno rollers to 328 rwhp, 335 lb-ft of torque). On that same track day, Matt Hauffe (owner of Tune Time Performance) plugged in his laptop and tuned his Camaro to an elapsed time of 12.94 at 108.39 mph. Next, after running 12s, the Tune Time crew treated the Camaro to SLP headers/exhaust and a Mast Motorsports VVT (variable valve timing) camshaft package. The headers/exhaust, cam and tuning shot the power up to 406 rwhp at 6,300 rpm with 378 lb-ft at 4,600 rpm. The summary of those modifications at the strip was to lower the e.t to 12.27 at 114.54.

Since we were already using a Mast Motorsports camshaft package (cam, valve springs, titanium retainers and cam phaser limiter), we figured why not use its Black Label LS3/L99/L92 cylinder heads? The MM Black Label heads are at the forefront of technology featuring CNC'd ports and combustion chambers. Out of the box, these heads outflow stock rectangular port LS3/L99/L92 heads by large numbers (see the flow charts).

Mast Motosports offers fully CNC-ported heads for small (3.900-3.930), medium (4.000-4.070) and large bore (4.125-4.200) LS motors for those wanting to step-up to high-flow/horsepower rectangular port castings. For this test, we tried the Mast medium bore heads PN 510-201. (Note: LS3/L99s have a 4.065 bore). The intake valve is the stock LS3/L99/L92 size, 2.165-inch. The exhaust is slightly larger at 1.600-inch (1.590 is stock). Both valves are 0.700-inch longer. Notice the back-cut on the intake valve seat-it increases low- to mid-lift flow, which improves low-end torque and throttle response.

Mast Motosports offers fully CNC-ported heads for small (3.900-3.930), medium (4.000-4.070

Once we assembled these beauties (valves, springs, spring locators, shims, seals, retainers and locks), we swapped them onto the L99 and witnessed a major power increase. Power jumped to 452 rwhp at 6,500 rpm and torque climbed to 400 lb-ft at 4,600 rpm. With those great gains (46 hp and 22 lb-ft) we were antsy to hit the track the following day.

Also during this head-swap, we wanted to try out the new FAST LSXR 102mm intake manifold. It's an excellent intake designed for larger cubic inch and forced induction LS engines with LS3/L99/L92 rectangular port heads and we wanted to see if we'd see any benefit in our application. We installed the FAST 102mm intake the night before our scheduled track test and peak power increased by 4 hp and 5 lb-ft of torque. The downside is that we lost power in the first half of the powerband. Matt tried to restore the lost power (7 to 8hp) in the low to mid range rpm (2,500 to 5,500), but it wasn't happening with our combination. Other independent tests using the LSXR 102mm intake on a 376ci and a 500ci LS engine have reported gains of 16 hp and 26 hp respectively over a stock intake. Our present configuration just wasn't ready for the big 102mm intake. We have future plans for this intake as we further modify the power output.

Our scheduled track date the following morning was a washout; in fact it rained for the next four days. In the meantime, we reinstalled the stock intake and ordered a custom-made set of Livewires spark plug wires from Performance Distributors (2 inches longer; the stock wires were too short thanks to the taller Mast heads). We also ordered a set of Mini VIP 18-volt step up regulators from PD. Again, Matt would retune on the dyno with the stock intake and new plug wires.

With the stock intake and the new Livewires installed, Matt once again tuned his Camaro until we were right back to 452 hp at the wheels. Now we could have a real-world strip-test of the MM Black Label heads. On the first pass, when the scoreboard lit up a 1.86, 60 feet (previous best was 1.93), we felt an 11-second time would flash on the scoreboard-and it did. The new F-body posted an 11.81 at 119.27 mph. Yes we were excited, especially considering the weight (4,050 pounds) and the stock torque converter and gearing (3.25:1). A hot-lap produced an 11.89 at 119.19 mph.

The rectangular port MM heads are the first in the industry to offer aftermarket 12-degree cylinder heads (15-degrees is stock) for the LS engine. The 12-degree valve angle positions the valves closer to the center of the bore and further away from the cylinder walls, unshrouding the valves for more air flow-thus performance. Mast offers these heads unassembled so you can configure your valvetrain/springs to match your camshaft. Mast stocks all the components you'll need to easily assemble and install these brutes.
The rectangular port MM heads are the first in the industry to offer aftermarket 12-degree
Here on the exhaust side we can see the Black Label logo on the thick deck area (0.750-inch deck thickness) of the head. The exhaust ports (89cc) have stock type D-shaped exits, but are shaped and CNC ported to out-flow stock castings. Looking at the rail for the valve cover and the mounting pads for rocker stand and valve springs, it's noticeable these heads are taller (roughly 3/4-inch) than stock (see the next photo). This enabled the ports to be slightly raised and contoured inside the head to increase air flow.
Here on the exhaust side we can see the Black Label logo on the thick deck area (0.750-inc
In this comparison shot, it's noticeable the port window and bolt holes are in stock location. Only on the inside is the port raised, which yields a more gradual turn approaching the short turn (floor to bowl) and long turn radius (roof to bowl) for improved airflow over stock height heads (LS3/L99/L92). The taller Mast heads bolt-on, but will require longer pushrods and ignition wires. We'll cover all that is needed so almost anyone can bolt on a set of these babies.
In this comparison shot, it's noticeable the port window and bolt holes are in stock locat

Looking at the stock intake runner (left photo, roughly 270cc) there are a few bumps and lumps in the roof (the heads are upside down; notice the valve guide boss), causing turbulence. Also, the bowl to seat area has machining ridges.

Looking at the stock intake runner (left photo, roughly 270cc) there are a few bumps and

With rain approaching on the radar screen, we could only chance a 20-minute cool-down. We made a couple more passes, posting an 11.87 and an 11.91 at over 119 mph. Totally satisfied with our results, we packed up and headed home.

Before our strip test, we wanted to test Performance Distributors Mini VIP 18-volt step up regulators, but time constraints and a heavy work load at Tune Time's shop prevented it. A few days later it was showtime for the 18-volt Mini VIPs. They added an impressive 8 hp and 7 lb-ft of torque to the equation (458 rwhp, 407 lb-ft). That's enough power to easily be worth a tenth at the track. Due to a stronger spark igniting the fuel in the combustion chamber, the A/F (air/fuel) mixture ratio was a tad leaner, going from 12.7 to 12.9. Tuning in a touch of enrichment could have given us a few horses, but the tune was left untouched.

An experienced head porter can add flow (roughly 15 to 20 cfm) to a pair of stock castings, but can never come close to airflow of the CNC-ported Mast heads. The Mast intake runner is smaller in size (right photo, 256cc), along with a unique port shape, to flow more air at a faster velocity than stock or CNC-ported L99/LS3/L92 head castings.

An experienced head porter can add flow (roughly 15 to 20 cfm) to a pair of stock castings

The Mast Motorsports Black Label heads impressed us beyond our expectations. When you can bolt-on a set of heads that are 46 rwhp better than the great LS3/L99/L92 heads, it's amazing. The Mast Motorsports 12-degree heads show the latest improvements in LS cylinder head technology. We're sure a larger displacement or a forced induction LS engine would be rewarded more power from these massive-air-moving heads.

STRIP TEST RESULTS
MODS	60-FOOT	1/4 - MILE / MPH
BASELINE, BONE STOCK	2.05	13.25 @ 106.42
BONE STOCK W/TUNE	1.99	12.94 @ 108.39
CAM, HEADERS/EXHAUST, TUNE	1.93	12.27 @ 114.54
HEADS, TUNE	1.86	11.81 @ 119.27

LS3//L99/L92 FLOW DATA Courtesy of GMPP Catalog
LIFT	0.200	0.300	0.400	0.500	0.600
INTAKE	151	208	256	294	316
EXHAUST	111	152	174	183	189

Mast Black Label FLOW DATA Courtesy of Mast Motorsports
LIFT	0.200	0.300	0.400	0.500	0.600	0.700
INTAKE	148	237	295	328	351	370
EXHAUST	118	165	208	227	235	241

Note: Looking at important mid-lift (0.300 and 0.400 lift) flow values, besides peak (0.600 and 0.700 lift), the MM heads show they are the highest flowing bolt-on heads available for the LS engine.

In recent years (and after much research and development), the clover-shaped combustion chamber has proven itself superior to the heart-shaped, fast burn, closed and open chamber of years past. The valve seats feature multi angles for additional flow at low and mid-lift. It's easy to notice the precision CNC work to the combustion chamber (69cc) and port runners. Again, notice the port's gentle turn and approach to the valve seat-this is a major advantage these taller heads provide.
In recent years (and after much research and development), the clover-shaped combustion ch
Here's looking at the L99 before we pull it apart for the Mast heads. The only visible deviations from stock are TTP's own carbon fiber air intake pipe, headers and Taylor plug wires. Not visible but from our first installment is a Mast Motorsports VVT Stage 1 cam package (cam, springs, ti retainers and cam phaser limiter). The Mast VVT (variable valve timing) Stage 1 camshaft features 0.573/0.588 lift and 220/234 at 0.050-lift duration with a lobe separation angle of 116-degrees. The cam package is designed to match the flow and power potential of their high-flow Black Label cylinder heads.
Here's looking at the L99 before we pull it apart for the Mast heads. The only visible dev
We took off the intake, headers, coil packs, valve covers, rockers, and pushrods to access the head bolts. When we put it back together, you'll see the DOD (Displacement-On-Demand) lifter valley cover (notice the veins) was replaced with a flat (no veins) non-DOD LS2 valley cover. DOD removes the oil out of the stock DOD type lifters so the valves don't open in the respective cylinders for fuel savings. By eliminating the DOD we'll be able to run LS9/CTS-V lifters and say goodbye to the valve float we were experiencing above 6,300 rpm.
We took off the intake, headers, coil packs, valve covers, rockers, and pushrods to access

Once the heads were off and on the bench, we broke out a valve spring compressor. We removed the Mast springs (nitrided beehive, good for up to 0.650 lift) and retainers for use on the new Black Label heads-they match the Stage 1 Mast cam. Still, before swapping over always check the pressure of the springs (new or old) on a valve spring pressure checker before installing them onto new heads.
Once the heads were off and on the bench, we broke out a valve spring compressor. We remov
To install the Mast springs on the new heads, MM recommended the installed spring height needed to be 1.800 to 1.850-inch for proper spring load (130 pounds at 1.800-inch and 318 pounds at 1.200-inch). In order to obtain the necessary spring height, we placed different thickness (0.015, 0.030, 0.060-inch) shims and spring locators (stock and Mast) under the measuring tool. The retainer and locks were installed on the top of the tool and it was hand tightened to measure size. We needed to do this a few times until we arrived at the desired spring height.
To install the Mast springs on the new heads, MM recommended the installed spring height n
Here's the assembly (left to right, bottom to top to assemble) we arrived at for proper spring height (1.850-inch) and pressure load. A 0.060-inch shim (Manley part number 03266-50), 0.062-inch Mast spring locator (PN 930-100), Mast valve seal, Mast beehive spring (PN 90-101), Mast titanium retainer (PN 931-100), and Mast 7-degree locks (PN 932-701).
Here's the assembly (left to right, bottom to top to assemble) we arrived at for proper sp

To start assembly, we coated the valve tip with GM E.O.S. assembly lube before inserting the valve into the valve guide.
To start assembly, we coated the valve tip with GM E.O.S. assembly lube before inserting
The valve spring assembly is installed as in the previous order shown. With the spring compressed, we place the locks into the groove near the valve tip. After completing the head assembly, we sprayed brake cleaner (gas, carb cleaner, or kerosene works) into the ports, making a puddle around the seats to check for leaks. Fortunately, there no leaks detected so we didn't have to lap the valves.
The valve spring assembly is installed as in the previous order shown. With the spring com
We installed new high-rev lifters from AC Delco (PN 17122490), which are really LS9/CTS-V lifters. Also notice the flat (no veins) lifter valley cover (from an LS2) to replace of the former DOD (Displacement On Demand) valley cover. We needed both the LS9 lifters and the LS2 valley cover to eliminate the DOD and valve float at high rpm (6,300-7,000 rpm).
We installed new high-rev lifters from AC Delco (PN 17122490), which are really LS9/CTS-V

Since the Mast heads are 0.750-inch taller, longer pushrods are needed. To determine the right pushrod length and proper lifter preload, we set down the head gasket and torqued the head to only 50 lb-ft. We placed an adjustable pushrod (set at roughly 0.750-inch longer than stock) between the new lifter and intake rocker arm (25 lb-ft torque) and turned the motor over by hand until we were at the base circle (no lift area) of the cam. We had to remove the rocker a few times to adjust the pushrod length to zero lifter preload. We also did this with the exhaust rocker.
Since the Mast heads are 0.750-inch taller, longer pushrods are needed. To determine the r
At zero lash (zero lifter preload) the measurement of the adjustable pushrod turned out to be 8.021-inch in length. LS engines like between 0.070 to 0.090-inch lifter preload. So, by adding 0.079-inch length to our measurement, the needed pushrod would be 8.100-inch long for proper lifter preload using the stock net-lash rocker arm system. Pushrods are available only in 0.050-inch increment lengths. Different cam manufacturers have different base circles which can affect pushrod length. Always be careful to check pushrod length when swapping a cam.
At zero lash (zero lifter preload) the measurement of the adjustable pushrod turned out to
Matt's father (Bart Hauffe) drove a few miles to Manley Performance in nearby Lakewood, New Jersey, to pick up the pushrods. On top is a stock length (7.400-inch) Manley pushrod that was installed during the cam swap in part 1. Below is the Manley pushrod (8.100-inch, PN 25722-16) we needed for our new combination. It features 0.080-inch wall, is made of 4130 chrome moly and is stronger than a stock pushrod.
Matt's father (Bart Hauffe) drove a few miles to Manley Performance in nearby Lakewood, Ne

We used GM Performance Parts head gaskets (4.080 bore MLS PN 12610046) before we put the new heads in place. The threads of the ARP head bolts (PN 134-3610) were coated with 30-weight oil and torqued to 80 lb-ft. The proper torque sequence was followed and performed in three steps: 40, 60 then 80 lb-ft. The heads look great at this point. It's too bad the beautiful Mast Motorsports script will be hidden by brackets, bolts, hoses and wires.
We used GM Performance Parts head gaskets (4.080 bore MLS PN 12610046) before we put the n
All of the new Manley pushrods were installed and we reused the stock rocker arms. Here the rockers are being torqued to the specs (25 lb-ft).
All of the new Manley pushrods were installed and we reused the stock rocker arms. Here th
Once the motor was back together and running, it's hard to tell the new heads were installed. The Tune Time crew commented the valvetrain was the quietest they've heard. With the coil packs now sitting 3/4-inch higher, the ignition wires became taught.
Once the motor was back together and running, it's hard to tell the new heads were install

The new F-body was strapped down to Tune Time's Mustang dynamometer. We needed to make a few easy pulls to be sure the A/F (air/fuel) was safe and there was no knock detected. The Mast heads were already showing us a 35 rwhp gain before Matt applied any tuning.
The new F-body was strapped down to Tune Time's Mustang dynamometer. We needed to make a f
Matt's tuning skills are renowned in the Northeast. Here the tune-master does his thing and changes the necessary parameters to safely tune-in more power. With HP Tuners software in his laptop, he can alter and manipulate the fuel and spark tables-until the 6.2 can make its best average power at a safe A/F mixture ratio of 12.6 to 12.8. Dyno tuning was worth 11 rwhp to the new combination.
Matt's tuning skills are renowned in the Northeast. Here the tune-master does his thing an
After tuning, the Mast Motorsports heads proved they were worth 46 rwhp and 22 lb-ft of torque (452 hp at 6,500 rpm and 400 lb-ft at 4,600 rpm). Peak torque was still at 4,600 rpm but peak power climbed up the ladder 200 rpm to broaden the power band. Looking at the dyno graph, you can see how power improved along the entire dyno pull. With these great gains, we were anxious to go to the track the next day.
After tuning, the Mast Motorsports heads proved they were worth 46 rwhp and 22 lb-ft of to

Our track day was a washout and it poured for the next four days. This gave us time to have a custom set of LiveWires made by the folks at Performance Distributors...
Our track day was a washout and it poured for the next four days. This gave us time to hav
...The left picture shows a proper-fitting plug wire with the stock heads (823 casting). The center shot shows the same wire too taut with the new Mast...
...The left picture shows a proper-fitting plug wire with the stock heads (823 casting). T
...heads (LSR casting). The right picture shows the longer length LiveWire (PN C9LS-MAST) needed for the 3/4-inch taller Mast heads.
...heads (LSR casting). The right picture shows the longer length LiveWire (PN C9LS-MAST)

Being horsepower junkies, we couldn't wait to try the new FAST LSXR 102mm intake manifold (PN 146102). It has show gains of 16 and 26 hp on 376ci and 500ci LS engines respectively. We saw a gain of 4 rwhp from 5,500 to 6,800 rpm. We lost an average of 8 horsepower from 2,500 to 5,000 rpm and decided to track test the car with the factory intake reinstalled. This is not an indictment of the FAST piece. We just didn't have enough engine to take advantage of it.
Being horsepower junkies, we couldn't wait to try the new FAST LSXR 102mm intake manifold
To lower the IAT (inlet air temperature), this SLP Blackwing air intake setup was borrowed from Matt's G8. The SLP unit pulls cooler air from the inside left front lower corner of the fender. With the previous setup, if the IAT was too hot (over 110-degrees), the MAF would pull out timing (4 to 8-degrees) causing a power loss (10 to 20hp). SLP and Tune Time are developing a new air intake for the '10 Camaro that should be available by the time you read this.
To lower the IAT (inlet air temperature), this SLP Blackwing air intake setup was borrowed
A week after our rain out, we hit the E-Town tarmac. We mounted a pair of Nitto NT555R drag radials (275/40R20, the OEM size) on the stock rims to ensure consistent hook. On our first pass we broke into the 11s. We were very excited to do it naturally aspirated. Our best run turned out to be an 11.81 at 119.27 mph. That's impressive considering our test weight (car and driver) of 4,050 pounds. The Mast Motorsports heads proved they are worth the work and expense. Flowing lots of air, they would be even more potent on a large displacement, and/or forced induction LS powerplant.
A week after our rain out, we hit the E-Town tarmac. We mounted a pair of Nitto NT555R dra

SOURCES
Automotive Racing Products 1863 Eastman Ave Ventura CA 93003 800-826-3045 www.arp-bolts.com	Performance Distributors 2699 Barris Drive Memphis TN 38132 901-396-5782 www.performancedistributors.com
SLP Performance Parts 1501 Industrial Way North Toms River NJ 08755 732-349-2109 www.slponline.com	GM Performance Parts P.O. Box 33170 Detroit MI 48232 800-577-6888 www.gmperformanceparts.com
FAST (Fuel Air Spark Technology) 3400 Democrat Road Memphis TN 38118 877-344-8355 www.fuelairspark.com	Manley Performance Products 1960 Swarthmore Avenue Lakewood NJ 08701 732-905-3366 www.manleyperformance.com
Nitto Tire 6021 Katella Avenue Suite 250 Cypress CA 90630 877-565-8448 www.nittotire.com	Tune Time Performance 931 Route 166 Toms River NJ 08753 732-349-7800 www.tunetimeperformance.com