With consistent timeslips in the low 8s, there were few stock suspension LS1 F-bodies on the planet that could keep pace with Tom Kempf's red turbocharged '00 Z28 (see "Red Rocket," March '07 GMHTP). The Stenod Performance custom turbo kit, Precision Turbo 101mm hairdryer and Wheel to Wheel Powertrain LQ9-based 370 had Tom running a best of 8.08 at 176 mph on drag radials. However, the release of the GM Performance Parts LSX Bow Tie block presented the perfect opportunity for him to pick up a few more cubes and add clamping force from the additional head bolts, not to mention a host of other benefits, including increased strength and oiling. By now I'm sure you've heard all about the features of this new block, but until now few have managed to demonstrate its awesome potential with an all-out forced induction race build. So we followed along as Wheel to Wheel's Billy Briggs, one of the best Gen III/IV builders in the business, put together Tom's motor to attain over 1,500 horsepower and 7-second timeslips.
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According to engine builder Billy Briggs, the expert hand behind Wheel to Wheel's many 1,000+ horsepower gen III builds, machining and prepping the LSX block wasn't much different from the many LQ9, LS2, LS1 or C5-rs he has done in the past, aside from the extra head bolts. The larger head boltholes were converted to a 1/2-inch, and the smaller ones 3/8-inch for added clamping... |
...the lifter bore was increased to 9/32- inch for the larger solid lifters and bronze bushings, and the block was grooved to work in concert with SCe copper head gaskets and o-ringed heads. The block was also filled within an inch from the top to handle over 2,000 hp, and some of the oil passages were blocked off for the 5-stage dry sump oiling system. | 
For this all-out forced induction build diamond forged pistons were the weapon of choice to fill the 4.125-inch bore and help enable a turbofriendly 8.11:1 compression. a combination of Trend Performance h-13 wrist pins and diamond locks secure the pistons to dyers 300M steel 6.125-inch rods. | 
The intended crankshaft\ is an equally impressive forging from Callies. The highly machined Magnum XL is a leftover from the previous build, and provides a 3.750-inch stroke-though Billy says 4 inches would have been preferable and will most likely be the backbone on next season's build. Using bobweights, Billy has already balanced the crank precisely to the rest of the rotating assembly. |