Restoring a Legend, Building a LS3 For Falken’s Championship Winning S13 – Part Two

The top main cap bolts are torqued in place in the proper sequence to ARP’s specs.

The cross bolts are also torqued in the correct sequence.  An LS has six bolts per main cap for the ultimate in bottom end stiffness.   Old small-block Chevys only had two and some were modified for 4 bolts.  With the mains secured to the main bold of the block from the top and to the deep and stiff block skirts on the side of the block, the LS has a very strong and stiff bottom end.

Next Howard drops the King XP rod bearings shells into the rod and the rod cap. Like the crank, the Eagle rods have the optional ESP armor surface finish.  The super slippery finish really reduces windage loss and frees up several horsepower.

The rod caps are tightened and torqued to final tightness so the bores can be measured.

Like the main bores, the rod bores are measured in three places across and three places around the rod bore.  Once the bore size is determined, the rods can be matched to the crank rod journals for best fit and different sized bearing shells can be mixed and matched to get the desired bearing clearance.

4 comments

  1. I don’t have much in the way of comments but I’m really interested to see how this turns out – from the parts selection and goals, this looks like a really really useful build spec for a lot of purposes.

    With the relatively big cam (I certainly like the idea Comp has there, if it works as expected) but highish compression, what are you anticipating for octane requirements, or are you just accepting as a given it’ll be E85/race gas fed?

    1. I think this engine will be great for drift, road race, and any long-duration type use. It will need something like E85 or a race fuel like VP110.

      1. I was thinking that with the compression tuned down a bit (or just fed E85) it might make a really fun “hot street” combination as well, at least for those of us with tolerance for some compromises on drivability.

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