When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I just got the engine back from the machine shop. They bored/honed it to 4.030”, balanced the rotating assembly, decked the block, and milled the heads. Now, it’s time to make some power! 😁
This is going into a C-10 swap for a customer. It should spool a turbo quickly with the Summit “Ghost cam” and LS3 top end. With the heads milled to 67cc and 5cc pistons, it will be right at 10:1 compression. I’m guessing it will make about 500hp N/A. Anyone else want to guess what it will make?
I have no idea. I'm just building the engine. My customer is doing the swap for his customer. They want 800-900hp with boost. It shouldn't take much boost to achieve that with this engine. It should be easy to tune and drive well on the street.
I got the cam bearings, cam, main bearings, and crank installed. The bearings gap should be good for 10W-30. I’m about to get set-up for gapping the rings. Going for .026” ring gap.
I got the rings gapped for boost, wrist pins installed, and the oil pump ported this afternoon. I'll probably put the rods on the pistons later this week. It was a productive weekend, but I gotta go back to my day job tomorrow.
I would say you are a touch tight on the bearing clearances for a 900hp build. Also, why the basic P bearings? I would put hardened X bearings on the rods for sure. I usually shoot for about .022-026 mains/rods on.a boost build. The rods need the clearance more than the mains, but having both gives it all a little wiggle room when things get spicy.
Bearings are hard to come by these days. These were the third set I ordered. The others went backorder, and didn’t have a delivery date. It’s not a race engine, so these mild performance parts should be fine. I did get better than stock parts. I just couldn’t get the best of everything. There are still some supply issues out there.
An wild electrical storm took out the power and several appliances, so I didn't get much done this weekend. I also realized that I had ordered the wrong cam gear. I got the heads assembled and ready for the PTV clearance test. That will have to wait until I get the new/correct cam gear later this week.
New springs, seals, retainers, and locks from Summit. Valves lapped heads all clean and ready for install. Clay in place for PTV clearance test. timing tensioner installed. Those ARP head studs sneaking in the pic.
I still don't have power in my shop, but I was able to get a little work done. I also hit a big snag in the build. I'll get to that next. Here's what I got done so far: PTV Clearance test, and push rod length test (no photos), windage tray clearanced for main studs. I put the oil pump on, but that's where I ran into an issue.
PTV Clearance test results. Maybe I need more clay. lol. Correct cam gear installed. Oil Pump porting. Oil pump porting. Windage tray drilled/grinded for new main studs.
So, here's the issue. Once I put the oil pump on, I noticed that it was leaking from the center where the gears are. After removing it, I could see that the oil pump gear that is on the crankshaft, was sticking out too far. It doesn't allow the oil pump cover to go on all the way, thus, causing oil to leak from the center. I tried to "press" the oil gear on further with a harmonic balancer installer tool, but it wouldn't budge. It just needs to slide on about 1/10 of an inch more. Then, the oil pump cover would sit flush on the pump housing. I'm about ready to get a torch and try heating the oil gear. Maybe that would free it up enough to go on.
This is the same crank, oil gear, and oil pump that came off this engine. I have never had this problem before. How could it work before, but now it doesn't fit? Any ideas on how to fix this? It need to sit flush with the end of the woodruff key.
More progress! Heads on and torqued. Push rods, rocker arms, valve covers on and torqued. Front cover on loose. Intake just sitting there keeping bugs and dust out.
Brand new non-VVT cover from local Chevy dealer. Front cover looking good. Heads on and torqued. Rocker arms on and torqued. Valve covers with new seals and oil filler neck. New intake seals ready to go. It just needs a rear cover and oil pan. Almost done!
I forgot to post the head gasket pics. Of course I put the new ones on after the PTV clearance check. I don’t want anyone thinking I reused the old ones. Lol.
Loaded up and ready to roll! Headed to the dyno in the morning. Last chance for HP/Tq guesses.
Here's a summary of the build:
-Gen-4 6.0L bored to 4.030" (370 CID / 6.1L)
-823 heads (stock), but milled to 67cc (with dual springs)
-Summit Stage-1 turbo "Ghost" cam 222/234-115 (.600/.575)
-DSS Racing pistons, 5cc flat top w/valve reliefs
-LS9 head gasket, so about 10:1 compression
-stock intake (truck style) with 92mm throttle body
I thought it would make more, but it still did ok. I guess you can’t expect big N/A numbers from a small turbo cam. It should spool a turbo pretty quickly though.
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Slideshow: The controversial Ferrari F6 swaps its original flat-12 for a Corvette Z06-derived LT4 V8 and sends power to four rear wheels through a custom-built drivetrain.
7 Most Reliable High-Performance Engines GM Has Ever Built
Slideshow:These GM engines didn't just make huge power, they survived abuse, boost, track days, and six-digit mileage with a reputation for refusing to quit.
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Slideshow: From wobbling harmonic balancers to failed EBCMs, these are the issues that define long-term C5 ownership and what repairs typically involve.
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Slideshow: A modern Camaro transformed into a retro icon, this limited-run "Bandit" build blends nostalgia with brute force in a way few revivals manage.
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Slideshow: Cadillac didn't just crash the high-performance luxury vehicle party, it showed up loud, supercharged, and occasionally a little unhinged...
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Slideshow: A one-off sports car that looks like a vintage Italian exotic-but hides a C6 Corvette underneath-just sold for the price of a new mid-engine Corvette.
6.1L turbo build 
