The ignition controller and wire harness is at the heart of the CT525 and a necessary comp
The left-side valve cover comes equipped with two -16 AN male fittings welded into the cover. The rear fitting utilizes the valve-cover baffle, while the front fitting is not baffled. It's critical to set up the ventilation tube routings and heights to allow for drain back in the front fitting. GM recommends a minimum of two breathers for adequate venting capacity.
Like the 602 and 604 engines, the CT525 circle track engine is a sealed motor with bolt covers on the intake manifold, front cover, and oil pan all designed to deter access to internal engine components. Unlike the 602 and 604 these seals are a gray composite material that has a bar code called the "GMPP fingerprint" molded into it. That fingerprint on each engine seal cap is unique to itself and is registered to each engine. Martens says that tech inspectors can determine if there has been any creative activity going on with a given engine in a matter of seconds with this new system.
"A simple $30 handheld digital camera takes a photo that is in turn decoded by proprietary software that can reside on a laptop computer," explains Martens. "Based on the results of this 'first-layer inspection', the inspector can determine if he has cause to go to the next step, which will likely result in some disassembly and component inspection."
Ron Varney owner of the ASA Late Model Series, where the CT525 is not only legal but already racing, can attest to that. When asked if the new seal bolts were easier to inspect than the old-style ones found on the 602 and 604 he said, "Absolutely, they are much more tech-friendly and tamper-resistant."
As this motor and its new inspection program gets accepted into more sanctions and tracks, we should see a drop in the cheated up sealed motors that plagued the early days of crate motor divisions.
What you'll need The CT525 comes with coil-near-plug ignition, a water pump, exhaust manifolds, and an SFI-certified balancer. Basically, the only other items that you'll need are a carburetor, starter, and an ignition controller. GM's LSX controller (PN 19171130) is the obvious choice but there are others out there. As the CT525 gains more sanction acceptance this is one area expected to be tightly controlled by the racing organizations.
The engine doesn't come with a starter so you'll have to buy your own. We recommend spendi
GM left the choice of carb up to you, the racer, but it does recommend the Holley 4150 650 cfm. Keep in mind that the dyno numbers where achieved using a 750cfm Holley. Since this is a sealed engine, the carburetor is really the one major area where you have freedom to innovate to maximize your power output.
In addition to the carb, other areas you'll have to address include the flywheel, pilot bearing, starter, fuel pump, air cleaner, and accessory drive kit. While the CT525 comes with the OE flywheel used on the '09 Vette, you'll likely want a smaller flywheel for an actual oval track application. If you're going to use this motor with a manual transmission you must install a pilot bearing in the rear of the crankshaft. The pilot bearing aligns the transmission input shaft with the crankshaft centerline. A worn or misaligned pilot bearing can cause shifting problems and rapid wear on the clutch. There are two pilot bearings that will fit the LS series crankshaft. Part number 12557583 is used with a short input shaft transmission and PN 14061685 is used with a long input shaft transmission.
When picking your starter for this engine keep your application in mind. If you're racing a Dirt Late Model you will probably want to go with an aftermarket unit from a company like Quartermaster. Nothing against the OEM-recommended unit but the stock starters are not made for the rough and tumble world of racing, let alone something like Dirt Late Model racing.