[GAOLDGUY]

Originally Posted by Tim M

Things are starting to move forward:



More parts showed up...time is the issue!

Starting to really miss driving this car (POWER!)...

I'm absolutely loving this build and wish more people provided this documentation. Just a few questions:

Would you mind sharing the cost of the build so far?
What did you use for direction; experience, asked questions, factory service manual, etc.?

By the way, I've been a Siemens employee for 21 years. Have not been to Stuttgart but I really like Munich. I did chuckle a little at the hammer on the blanket and I can't wait to hear about you surprising some 911GTS owners!

[Tim M]

GAOLDGUY: Not inexpensive certainly since I'm going with new shortblock almost in its entirety.

Block shipped: $2550
416 Rotator Kit: 3308
Oil Pump: 499
Johnson Lifters: 767
Camotion Cam: 460
Ancillaries, etc will total up to...~$8400

I will have more for the heads and externals.

This will be the most powerful engine we've assembled - great fun looking and handling all the finely machined aluminum pieces. The German machinist was mightily impressed at the accuracy of both the OEM Chevy block (will use as delivered) and the Wiseco/K1/Callies Crankshaft.

Bore diameter: 4.0633



Piston diameter: 4.0598 = Piston to Bore of .0035



Ring Gap preparation:



In-work:



Using the Wiseco Circle Track spec of .024...considering this is a street engine will only be slightly hotter than OEM LT4 setup.

[Tim M]

Assistant doing the deed...fingers were quite sore after the tedious grinding.



Last one...



Phew...glad we made it thru without a grinding miscue!

[GAOLDGUY]

Thanks for the reply. We don't see many builds with this much detail on these LT motors.

[Tim M]

Finally another few hours to restart this project...life keeps getting in the way, but have a reason now as the German inspection for this car is due in March! Starting to feel like one of those youtube video efforts!

German machinist was certainly impressed at the quality of the block...quite consistent:



Thorough rinse with brakeclean considering it is below freezing here...and the machinist already pressure washed the case:



Main bearings installed:



Cam Motion cam going in:



In:



LME timing chain guide - very expensive!:



Piston squirters...yet to be installed:



Very expensive cam bolt:



DOD eliminator plugs:



New block means adding cylinder head guides:



Installed:



Bellhousing pins:



Took some whacks to install:



Compstar 4 inch stroke crank:



Going with a slightly cooler thermostat from Katech:



Car gave up its driverside exhaust manifold today:



A tri 'y' configuration...it would appear.

[Tim M]

Engine finally gave up driverside cylinder head...light!



All chambers look sooty, but #1 was very unusual - gritty chunks!



Car was moved around a bit during transfer with an engine discrepancy of some sort - certainly burned much oil, etc... I'd like to purchase new exhaust valves - bit more inclined to do so now. OEM's have been backordered for months...

[Tim M]

Quality garage time today...another cylinder head removed:



Surprisingly, not terribly difficult - thankfully Chevy included a few nice options like quick disconnect heater hoses:



Although some craziness with the coolant tank:



And the waterpump/PCV system:



Pulled one set of valves to look at the seats...look to be serviceable:



Next to the machine shop for the heads for cleaning/prep.

[Tim M]

Refocused efforts to the new mill:

DOD Plugs installed (Michigan Motorsports product):



And new cylinder head dowels...don't hit the deck!:



Assembling the rods/pistons was next task...great fun to feel the machined parts slide together:



Spirolox - infuriating until you get the trick. Believe the first one took as long as the remaining 15!:



Gently installing the rings...this piston uses a oil scraper support:



End result is 8 cylinders worth of prepared Wiseco pistons - phew!:

[Tim M]

A day off allowed more progress...

Crank came out to install the GM piston cooling oil squirters:



Installed!:



Popping in Mahle rod bearings:



After lots of oiling - pushing home the piston. ARP ring compressor is expensive, but works!:



And securing the rod cap:



Conflict! Squirter touches solidly the piston pin boss. These pistons have reliefs, but still an issue:



Slight adjustment with long pliers...looks like we are good:



Half of the pistons installed...ran out of time. Very tedious when you aren't an engine shop (or magazine!):



Great fun to work with such an assembly!

[Tim M]

Worked the other 4 pistons today. 2, 4, 6 no problem. #8 however, had contact with the crank reluctor 'wheel'!:



So pulled it...3 more times to grind just enough to clear:



What a pain...took more time than the other 7 cylinders combined to install.

Then noticed the piston squirter if bent too far away from the piston bottom will impact the big end of the connecting rod. Very tight tolerances between each as you spin the crank...

[oldman]

I did not have any issues with the reluctor wheel, that makes me uncomfortable as I did not check that clearance at all.

[Tim M]

oldman: Your pistons were likely clearanced properly...I'd imagine you would have felt the touch - ours was nearly locked from rotating!

I spoke too soon...it took several more remove/grind/installs to finally gain clearance. Pain for us...the bulky rods and 4 inch stroke complicates it.

Final cut, which I'm not proud of:



Torqued all the rod bolts to 30 and then 50 degrees which works out to ~85 ft/lbs thanks to my digital torque wrench.

Using the Katech C5R chain:



With a new timing gear and very expensive bolt:



Looks like we need to order a camshaft retainer plate...

Attempted to add the Johnson/Katech (slight oversize) lifters:



But the OEM LT1 lifter guides for the DOD won't support non-DOD lifters...will order the LS models:



On went the valley plate - recycled from the old engine:



Heads initially looked fine. Will clean, deck, grind the seats to appropriate angle for the titanium valves (likely a 45 degree angle) and reassemble. May be returned next week.

[oldman]

I needed a couple different length push rods to get all the preloads, also went with APR rocker studs.

[Tim M]

oldman: Thanks for the info...I was hoping to keep it simple!

Progress:

Boxed the LT4 injectors up for cleaning/new seals by RC Fuel Injection in California. Piece of mind for no issues - not inexpensive, but...:



Heads are complete with the machinist. Decked, valve seats ground for new valves (titanium intakes) and cleaned. Not cheap....~$400. Almost regret not going with a set of new Katech ported heads for another $800!



Installed a slick oil 'dumbell' in the rear galley:



Noticed some holes...on the LT1 they are plugged...so ordered those and installed:



Not sure how OEM is not genuine, but anyway:



LS lifter trays arrived (thanks Rock Auto!):



And test fit the Katech spec'd Johnson lifters.

Test fit of the cam timing gear:



Concerned about the fore/aft movement. Is this to be expected? Does the timing chain center the cam properly? My SBC Gen 1 days - was more of a positive location with a roller cam...comments?