LS2/L92 Engine Package - Blue Collar Workhorse- Tech

Unlike an LS1, the Mahle LS2 piston sits .008 inch inside the bore (instead of .010 inch above it). This causes a conflict with the original head gasket of choice, but luckily Cometic makes a variety of thicknesses all the way down to .027 inch-which turns out to be perfect for nearing the desired .035-inch quench height. The heads can now be cut accordingly, and once done, the piston-to-valve clearance must be checked. The Mahle pistons have 12cc valve reliefs, which should prove adequate. Mahle is in the process of releasing L92-specific pistons that will most likely find their way into this package, as Golen continues refining and tweaking it.

The Manley LS2 timing set has several notches on the crank gear that allow cam timing to be advanced or retarded, but COMP Cams recommended the cam be degreed at 112, and with the gear set to zero, the cam measured 111.5 degrees. Since the timing set moves in increments of two, it doesn't get much better than this. These measurements are taken at cylinder No. 1 at top dead center (TDC), found with one gauge on the piston/bore and another on the lifter.

An SLP high-volume oil pump is used to supply the big 402-cube stroker with ample lubrication and circulation. A bit of grinding is required on the casing to clear the double-roller timing chain, but it's worth the extra effort for the added insurance. The cover is removed, and the pump gears are centered and packed with grease before torqueing the cover bolts with 9 lb-ft. The stock pressure spring is also swapped for the optional high-pressure spring.

To ensure the timing cover's edge lines up with the block, it is installed with special care; a plane is used, and the cover is manipulated before 18 lb-ft secures it. The inside must also be ground to clear the larger aftermarket oil pump.

Since ARP main studs are used in this build, two of the boltholes on the stock windage tray needed to be enlarged before it was secured. Crank clearance is sufficient, so no additional spacers were required.

The rear main seal is installed with the special Kenmore install tool, to preserve the integrity of the seal and keep everything lined up correctly. Just like the timing cover, the main seal needs to be level with the block to ensure a good seal to the oil pan. Red Loctite is placed on all of the bolt threads and they are torqued to 18 lb-ft.

Though Golen usually installs stock oil pans, this particular motor is going into a '67 Camaro, requiring the Canton pan to clear the K-member. The Canton pan should have no effect on the dyno, though its extra capacity and baffling will do wonders once installed. As per GM's specs, silicone is placed only on the four corners of the oil pan gasket, and red Loctite is placed on the threads of the bolts. Again, 18 lb-ft is all that is required to secure these bolts.

Even though the heads are brand new, the valveguides are checked to make sure everything is where it should be, as Rinaldi put it. The guides proved straight and consistent at .0017 to .0019 on the intake sidesc, perfect for the 2.16-inch Manley stainless valves to ensure ease of movement and a good seal, so oil doesn't get sucked in. The exhaust side needs to be opened up, as the 1.59 Manley valves are a couple of tenths thicker, and .0014 to .0016 may cause the valves to stick at increased temperatures. As soon as they become available for the L92 heads, Golen intends to go with the slightly larger 1.615 exhaust valve for even better flow.

Rinaldi uses his many years of experience building competition engines to craft a slick five-angle valve job on the Serdi 2.0,...