Purchased a 2001 Trans-Am WS6 with Hydrolocked LS1 80,000 Miles and gave it a new rebuild. Here are some photos.

 

Motor Coming Out

[url]http://m1296.photobucket.com/albumview/albums/jebidimike/Picture_014_zps81e92e15.jpg

 

Bore was perfect, Honed and file fit Mahle Ductile Iron rings -

http://m1296.photobucket.com/albumvi...8.jpg.html?o=5

 

[IMG][/IMG]Got A great deal on a used Comp roller cam and Double Roller Chain

http://www.ebay.com/itm/360641894488...84.m1497.l2649

 

Got A great deal on a lightly used set of Mahle Forged Pistons and bought a new set of scat rods from Summit Racing. Piston Pins Were .944 [IMG][/IMG]

http://www.ebay.com/itm/310649538378...84.m1497.l2649


http://www.summitracing.com/parts/sc...944p/overview/

 

Crank mic'ed up perfect and was polished and installed with Clevite Bearings

 

More to come Soon

 

Cool, I'm rebuilding a short block that came from a 2002 camaro right now. Are you going to reuse the stock heads? Thinking I will use 243s.

Your thread just made me think about something. Is all the ls stuff the same balance?

 

Turns out the pistons were advertised on ebay as standard bore but in fact they measured 3.9025 for a .007 honed block. I didn't realize this until after the pistons were mounted, so I decided to hold the pistons and rods for a future project. My stock pistons had 80k and were in mint shape.

I stressed for days about what rod bolts to use, finally settled on ARP
http://lsspeedshop.com/arp8740series...ecengines.aspx

Had the bolts installed, and torqued to spec and bored .002 oversize and ordered the correct oversize clevite bearings.


I notched the pistons .080 like seen in this article using 40 grit paper spray adhesive to some old valves inserted into the heads and bumped with a drill.
http://www.samracing.com/HR-July-01_page4.html


Surprisingly the Scat rods weighed in at 610 grams and the stock rods were 608. The Mahle forged pistons were about 28 grams lighter and I could have got away without balancing by ordering a heavier wrist pin.



For the heads I decided to go with the stock 241 heads I decided to go against the grain and use a 2.05 comp cam/RHS intake valve,
http://www.race-mart.com/Competition...OC-6046-8.html

Heads were flat milled to .035 and 7.300 pushrods were used to achieve .018-.022 lifter preload on new LS7 lifters

For the port work I did a little research and and focused on flattening the port floor leading to the short-Turn as seen in this article comparing LS1 to LS3
http://www.thechicagogarage.com/foru...ls3-heads.html

Then I trimmed back the rocker arm bolt bosses, but didn't break through, Trimmed down the port swirl ramp under in the bowl but didn't fully eliminate.

Relieved the combustion chamber using the head gasket as a guide around the intake valve, and had a 3 angle valve job done.

For the exhaust I just streamlined the valve guide boss and cleaned up the bowl under the valve. Used stock diameter exhaust valves,

Installed a set of Trick flow .600 lift valve springs, stock retainers and locks.

Got a great deal on GM MLS gaskets and head studs

http://www.ebay.com/itm/390568815287...84.m1497.l2649

http://www.ebay.com/itm/221209948222...84.m1497.l2649

 

I ordered a stock melling oil pump and smoothed out the inlet and shimmed the pressure relief spring with a small no 8 nut. To align the pump I left the mounting bolts to the pump a little less than snug and turned the motor over about 4 times then tightened the oil pump mounting bolts.

http://www.summitracing.com/parts/MEL-M295