Katech Performance Cadillac CTS-V LS2 Engine Build - Stock Facade

A shelf stock Katech blueprinted...        read full caption A shelf stock Katech blueprinted oil pump, just like the piece sold to its street customers, is slid onto the crank and bolted up with 20 ft-lb of torque.	Katech designed this black-anodized...        read full caption Katech designed this black-anodized 6061 billet aluminum A-plate, which doubles as the front cover. The A-plate is the front motor plate and is used to save weight and give a more solid mount than traditional motor mounts. In integrating it into the front cover, more mounting points were allowed for greater strength. Just like even the most insignificant of bolts on the Caddy race motor, a torque wrench is used to secure the A-plate with the dial set at 20 ft-lb.	These screens are captured...        read full caption These screens are captured between the oil manifold and pan. They are inline with the oil scavenging system, and in the event of a catastrophic failure they prevent large pieces of debris from entering the oil pump.
Because of the location, a...        read full caption Because of the location, a more compact hard-mounted design was required to connect the scavenge pump to the pan. The manifold replaces traditional braided lines to collect oil from the cast-in pickups inside the pan and route the oil to the scavenge pump. The dry-sump pan and pickup are not only designed in-house, but machined as well.	Four bolts thread through...        read full caption Four bolts thread through the manifold into the bottom of the Dailey four-stage scavenge pump. There is also another double Heim joint that bolts to the block and supports it, and the shaft is supported by double bearings captured in the housing on the A-plate. The pulley is on the front side attached by keyed collets and attached to the shaft.	The dry-sump pan bolts up...        read full caption The dry-sump pan bolts up with the factory bolts. It is divided into four bays with pickups cast into it. The large AN fitting has a tube cast into the pan that supplies oil to the G-rotor pump, while another fitting supplies oil out to a remote filter and cooler. Another important note: This pan is a load-bearing member. Pieces of the front suspension actually bolt onto it.
The factory intake manifold...        read full caption The factory intake manifold bolts up with 70 in-lb. Factory fuel rails are also used, however the injectors are higher-flowing units. A returnless fuel system is used on the V with larger braided fuel lines, and the necessary fitting must be installed on the rails along with a higher-resolution pressure sensor.	A damper hub similar to a...        read full caption A damper hub similar to a production unit is used, except it has an HTD cog pulley for the scavenge oil pump. A flame heats it up in order to slide it onto the crank, it's whacked with a hammer to get it fully seated, and then it needs to be cooled down with the air gun to prevent damage to the front cover seal. After it cools, an ATI Super Damper underdrive balancer is bolted up and 250 ft-lb of torque is used to secure the crank bolt...	...On the race car, the crank...        read full caption ...On the race car, the crank pulley must only drive the power steering pump and stock water pump. The alternator is driven off the driveshaft.

On the dyno, Katech runs the motor with the same headers that are used on the car (not seen here), a dummy power steering pump, the stock water pump, and the restrictor plate. Initial pulls are made to break in the cylinders and rings, and then the motor is tested to validate its power and ensure its integrity. Obviously, if it is down on power or there are any leaks, the motor will have to be taken apart. Katech couldn't comment on the output of this motor, aside from saying it was north of 500 hp (with the restrictor). For a heavily restricted stock-cube motor that's no joke!