The ERL Performance Superdeck LS engine block anchors TIKT Performance’s ZR1 road-race efforts.

When it comes to the LS engine platform, there are a number of ways the aftermarket has attacked performance improvements and engine block strength. One of those aftermarket, companies, ERL Performance, uses their Superdeck system to create a solid base for power.

European shop TIKT Performance uses the Superdeck system in their ZR1 Corvette, and was recently invited to a road-race event put on by German car magazine Auto Bild Sportscars at the Sachsenring track in Germany with two goals in mind–to break a class record, or break the current lap record, held by an Audi R8 LMS machine. Other cars invited to the event included a Porsche 918 Spyder driven by famous pilot Walter Roehrl, an AC Schnitzer ACS4 Sport, an Audi RS6 Clubsport, and others.

The record-setting TIKT Performance ZR1.

The TIKT machine came out on top, besting even the Weissach-built 918 Spyder with a lap time of 1:28.44 to the Porsche’s 1:30.34 run. Amazingly, the ZR1 is a real street car, not a stripped-down, hacked-up shell full of big engine.

EngineLabs recently caught up with tuner Heinz Schenk of Coolchevy Raceparts to find out the details of the engine build. Schenk credits the solid performance supplied by the ERL Superdeck LS shortblock as well as a number of other components for the oustanding performances and fast lap times.

The Sachsenring record run is extremely significant.

Schenk explains, “That event has been hosted by one of the biggest German Car Mags, Auto Bild Sports cars, by invitation only with the goal to attempt to break the existing lap record held by an MTM Audi R8 LMS with 1:28.87. That was a former GT3 ADAC Masters car barely made street legal by Audi tuner MTM.

“To make it short, we as a small team (me doing engine, calibration, electronics and TIKT Performance brakes, suspension, aero parts) not only beat the 918 by 1.9 seconds but also hammered the absolute track record by 0.43 second, plus set the new top speed record at 163.12 mph. No other car, race car or not, ever recorded a higher top speed in that sector. At the same time, we have the fastest American car to boot.”

“We, CCRP, have a long business relation to ERL which has supplied a few blocks for record setting engines. The TIKT XXX ZR1 is a full street car and not a stripped out racecar. The XXX stands for triple duty actually, X = streetable, X = fast at racetrack and X = all creature comforts remain intact like full carpet, AC working and radio in stock,” he explains.

Check out this video of XXX’s engine assembly–in German, but worth it!

One of the challenges TIKT faced was getting the weight placed in the correct positions. This is where the Superdeck system helps, as the aluminum block is substantially lighter than other aftermarket iron block solutions–about 140 pounds lighter, according to Vivanco.

The Superdeck system is a factory block taken to the next level and then some with the addition of new sleeves and many other changes applied by the ERL team.

“We machine OEM 4th Gen blocks to make them bulletproof, and we cater to the racers all the way from naturally-aspirated combinations to racers using twin 88mm turbochargers and looking for 2,600-plus horsepower,” says ERL’s Andres Vivanco.

First, the factory sleeves are knocked out, then the company re-sleeves the block with thicker, longer, more durable iron sleeves. There are welded-in aluminum trusses placed between each cylinder, and the company also makes provisions to add a six-bolt cylinder head for superior clamping ability.

The trusses prevent the cylinder from turning into an egg when high level of boost are introduced; although the TIKT Performance machine doesn’t have 30-plus pounds of twin-turbo boost like some of ERL’s other customers, the ZR1 does still wear a fully-ported stock supercharger that’s been opened up for a 102mm TPIS throttle body.

Inside the Superdeck six-bolt block, a 3.622-inch-stroke Callies Magnum crankshaft and Callies Ultra I-Beam billet connecting rods combine with a set of coated Ross pistons and Total Seal rings to complete the rotating assembly. Displacement is 6.35-liters, or 387.5 cubic inches.

“ERL supplied the short block, which was taken apart again to recheck and re-measure digitally every single part. Like always, the engine block was spot on accurate to all dimensions. The crank, rods, pistons and block are all supplied by ERL,” says Schenk.

A set of ported cylinder heads from WCCH make use of a Jesel shaft-rocker system, actuated by a camshaft from LG Motorsports. LG’s headers feed into a set of HJS racing catalysts and boom through a state-of-the-art Akrapovic exhaust system.

In-Car footage from the TIKT Performance XXX ZR1

In 2013, the TIKT Performance team won the German Tuner Grand Prix, but realized there were some shortcomings in the engine program, which spurred the development of this configuration.

Schenk explains, “We used to run a 427 the year before but learned that the ZR1 blower cannot keep up with it, so we decided to trade boost for cubic inches to get a rev happy engine as nobody needs a lot of torque down low on a race track.

“You need high RPM power instead which is difficult to get if original engine design is for torque down low but runs out of steam at 6,200 rpm. Now it revs with full power to 7,200 to save shifts resulting in better lap times with stock transmission. Now we have a big bore short stroke engine which is rev happy.”

On the dyno, the engine makes huge power on pump fuel–well over 830 horsepower and 680 lb./ft. of torque.

The design of the Superdeck system provides the ability to run the block at 4.200-inch dimensions and retain excellent wall thickness in the process. The half-inch head studs designed into the system permit 80,000 pounds of clamping force to ensure head gasket retention no matter how much boost is thrown at the engine. The truss system ties the main saddles in the block directly to the engine’s deck, which greatly increases strength by changing the load path.

“The goal was to make it as race reliable as possible with minimum weight and so the ERL block offered the best ratio between weight, durability and stiffness. Further working together with the whole ERL team was easy and well going. Head gasket sealing is superior with the 6 bolt configuration at 20+ psi boost levels for sure. We’ve never leaked or lifted a head during a race,” says Schenk.