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

Oil is used to lube up the piston skirts and cylinders prior to inserting the assembled piston/rod.

The rod bolts are torqued to 75 ft-lb, sandwiching Clevite-coated rod bearings and assembly lube.

To verify compression, one of the pistons is poured prior to the SCCA official's arrival. With the 59.5cc combustion chambers on the ported LS2 heads, the -3cc pistons come in right on the money at 12.0:1. Once inspected, the top end of the motor will be electronically sealed to ensure no tampering.

After the partially assembled motor passes inspection, the spec World Challenge hydraulic roller cam is lubed up and readied for insertion into the block.

The special low-friction cam bearings are also lubed prior to careful insertion of the cam in the 50mm orifice.

The cam retainer plate is torqued to 152 in-lb.

The Cloyes LS2 timing set is installed and torqued to 30 ft-lb, and the cam is degreed...

...using a CamLogic digital tool and two dial indicators to determine TDC (via the piston) and cam centerline (via the lifter).

GM's CNC-ported LS2 heads have not only a factory casting number, but even a GM part number which makes them eligible for use in SCCA competition. After milling the surface to the needed 59.5cc of combustion chamber volume, these babies are ready to go. Del West titanium valves, copper beryllium valve seats, Katech titanium retainers, and PSI beehive valvesprings help keep the valvetrain alive despite sustained revving to 7,400 rpm.

After SCCA inspection the second head can go on, and the ARP head studs are torqued to 80 ft-lb.

The stock 1.7-ratio rocker arms are bolted down to the heads...

...with 20 ft-lb and will work in concert with Trend hardened pushrods and specially designed GM lifters.