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

The wristpins, rod ends, and inside of the piston is coated with Torco assembly lube prior to combining the three. Just prior, another thorough cleaning is given to each part using lacquer thinner.

Dating back to Katech's days building IRL motors, a special install tool is used to push in the wristpin locks with oversized pin clips. Some find it a tad unnecessary with the production-based motors, but these particular locks were stubborn. These motors use JE 0.927-inch wristpins and chamfered locks, which are lighter, cause less friction, and are sturdier than stock.

The end float of the pin is measured, since too little can cause excess friction and heat, whereas too much can cause excessive piston and cylinder wear. Spec is between 0.0010 to 0.0025-inch.

Total Seal file fit rings are gapped to near stock, as the high amount of overlap in the cam-as well as the more modest 12:1 compression-keep exhaust temperatures down.

In the development of the LS2 race motors, piston failure was a problem easily solved with these oil squirters. They help cool the pistons, reduce detonation, prevent micro welding on the rings, and compensate for the 20 inches of vacuum that the dry-sump system uses to scavenge oil.

The oil squirters screw into the drilled and tapped holes in the block (done by Katech during machining) with 18 ft-lb of torque and red Loctite to secure them.

Federal Mogul coated bearings are used to reduce friction, an essential part of improving longevity and power on the heavily regulated motor. For their high-tensile strength, ARP main studs are the natural choice for securing the mains.

The freshly cleaned rotating assembly consists of a Callies 4340 forged steel crankshaft (balanced by Callies), Carrillo forged H-beam rods, JE wristpins, and Katech custom forged pistons that have been hard-anodized and Teflon-coated. The factory main caps have proven sufficient, so they are recycled until the block is retired at around 2,500 race miles.

After polishing up a few of the journals that were apparently scratched during shipping with 400-grit paper, the off-the-shelf Callies crank is dropped onto the bearings to check endplay.

A few light taps with the mallet are needed to get the cap seated.

Endplay winds up being a little below spec, which is fixed by removing some of the excess coating on the thrust bearing.

With the bearing and crank restored, the main studs can be torqued down. The crank has been coated with Torco lube, and now it's time to treat the studs with special high-pressure lube to prevent galling on the washer for a more accurate torque. Silicone goes on the side main bolts since air can be pulled through and cause a loss in oil-pan vacuum (used to scavenge oil with the dry-sump system). The mains are step-torqued from 20 to 40 to 60 ft-lb. The side bolts get 20 ft-lb.