Here’s How to Build an Insane, 650-whp, All-motor LS3
Want to see how the pros build an LS? Learn every little detail with expert Mike Kojima from MotoIQ and his LS3 recipe!
Considering building an LS or just curious about the process? You wouldn’t be on LS1Tech if that wasn’t the case! We tune in with racing legend and Editor-in-Chief of MotoIQ, Mike Kojima. He has a reputation for knowing how to set up a car to be the best possible performer in whatever application. After watching this video, you’ll soon understand this man’s level of expertise on the subject of building engines. This time around, Kojima does the favor of walking us through a LS3 build that he was putting together for a customer’s drift car.
Considering the fact that professional race teams trust him and his shop with building their powerplants, you might say he knows a thing or two about it.
Kojima praises the versatility of the LS-platform and states that with an LS3, you can have a “all-around build, with a little bit of modification it can work for street, road racing, drifting, or whatever.” While he admits this engine they are building isn’t exactly cheap, it also isn’t wildly priced. Thus, he calls it a “moderately priced engine, not a super exotic engine that will make really good power.”
According to the heading of the video, that power being 650 WHP, all-motor. How exactly did they do it and what parts were used to achieve this figure? Let’s break it down into sections.
LS3 Engine Block
Remember Kojima stated they started with an LS3 block because of its versatility of application. If you “change the specs on the piston compression ratio and the camshaft, the engine can be pretty flexible that way.” Thus, the LS3 block is used for its light, aluminum construction that is good for 800 HP or so. After 800 HP, you’d rather have a iron-based LSX block, which is stronger, but a lot heavier. Sometimes, having an extra 100 pounds on the front of a car can produce dramatic negative effects in the way it handles. So as long as 800 HP or less is your goal, stay aluminum.
Pistons
Kojima shares a lot of praise for the popular aftermarket manufacturer, CP Pistons. They are constructed out of a 2618 aluminum allow, which according to Kojima, is the “way to go on a race motor.” This specific alloy is the strongest available and the most durable for a racing or track-based application.
This LS3 will be running a high 13:1 compression ratio and a 415 ci displacement, supported by clean-burning E85 fuel. According to Kojima, their 4-inch stroke is the same as the factory LS7 and has no issues. He advises not to use more than a 4-inch stroke due to piston instability and clearance issues with block for standard applications.
Crank & Rods
For his LS-based engines, Kojima recommends an Eagle crank and rods. The reason for this is because they are constructed of 4340 billet steel and can take a lot of force. However, the trick feature of these components is there signature ESP Armor surface treatment. This allows for a slippery surface that produces extremely low friction.
Kojima also recommends longer rods, as this allows for less mechanical stress and volumetric efficiency. Not to mention, having a longer rod is “a good way to have the advantages of a stroker engine without the disadvantages.” The longer rods balance out the stroking. Similarly, Kojima recommends using all ARP hardware and studs, due to the fact they are stronger than OEM and can be loosened and re-tightened without issue.
Bearings & Accessories
Here Kojima states that his bearing of choice is King XP Race bearing. Like the crank and rods, these bearings have a special coating known as pMAX coating. According to Kojima, this coating is the key for reliability in the platform. “Even after a really tough season of competition the bearings look brand new. After a season normally we see pretty significant bearing wear over the same period of time.”
Obviously, oil and oiling is critical to any engine. In a performance application, this can’t be stressed more. Thus, Kojima for this drift engine uses a Melling high-volume oil pump. This pump is so effective it can drain the oil pan on a stock LS, so an extra-capacity oil pan is recommend in combination.
The oil pump gears are also treated with substance called WPC, which lowers their friction substantially and makes them more durable. “Think of it as a hardened skin that is super smooth over your parts…it doubles the life of a lot of components. We have seen engines that look brand new after a whole season of Formula Drift.” Now that’s impressive.
Kojima also stresses the importance of balancing. He states that this is not as critical as it used to be due to increased machining technology, but they still do it as a preventative measure to make sure everything is in spec. Thus, they still get the crank, rods, and pistons balanced just to “confirm the balance is good from the manufacturers.”
For the reluctor wheel, Kojima also recommends tac-welding it to the crank to avoid any potential play in the wheel. This is known to be a weak point of the bottom end in an LS.
Finishing off the bottom end, Kojima recommends a Fluidampr harmonic balancer, as it encourages “good bearing life, good crank life. It’s good for full race engines.”
Curious about the work on the heads? Watch the full video for the all the details. Hopefully we all learn something new!
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