Like getting what you want...
Like getting what you want while spending a lot less than you thought? Sure you do. And let's face it, most everyone's proverbial purses are a bit tight these days, so the question has become even more pertinent.
For many GMHTP readers, the object of desire is none other than a high-power LS V-8 to shove under the hood of his or her GM muscle machine. But until now, many budgets have only allowed the likes of bolt-ons or perhaps the odd head/cam package to enhance their ride's otherwise-stock Gen III/IV engine. Fortunately for enthusiasts, advents like the release of dirt-cheap, high-flow GM heads mean the price point for putting together a hi-po LS has fallen to lows never thought possible a decade ago. Prompted by these developments, GMHTP has decided to test the envelope of what kind of all-out mill can be had for bottom dollars, while still using capable components. And while doing it on the cheap also means assembling it at home, such an undertaking is not beyond the abilities of the mechanically competent and detail-oriented DIYer.
While picking up a "junkyard" LS engine and building around a stock bottom end certainly has its merits, it can't hold a candle to the power unleashed by adding bunches of cubes with a stroker crank, so that's exactly what we'll be doing here. Keeping it naturally aspirated will forego the added money needed for the likes of superchargers or nitrous (even though the engine components we'll be selecting could easily handle them if called upon). Join us as we up the ante and show how little one can pay to reap the rewards of serious horsepower!
Parts, Parts, Parts
The foundation of any LS build is an engine block, and picking one that will hit a rock-bottom price point while still providing ample cubic-inch capability is a no-brainer. Look no further than GM's 6.0L iron block, as used in the LQ9 (and LQ4) truck engines. Featuring a 4-inch factory bore and strength to support hundreds of horsepower over stock, this Gen III block is a superb choice for not just N/A builds like our own, but power-adder applications as well. If you're lucky, you can find a used LQ9 block for just a few hundred bucks, or just opt for a new one under GM PN 12572808; major retailers like Summit or Scoggin-Dickey sell them for around $725. Sure, there's a bit of a weight penalty that comes along with iron, but we're saving hundreds of dollars versus going for the comparable LS2 aluminum block--and the L92/LS3 blocks, with their slightly larger bore, go for double the price of an LQ9 block or more!
Next on the list is choosing a rotating assembly to fill it with. You've probably already figured out from the title of our story that we're going with 408 cubic inches (6.7L), which is accomplished with a 4.030-inch bore and 4.00-inch stroke. Choices abound on the LS market, but one standout company for rotating assembly components that hit a fantastic price point is Wiseco. The company provided us with a set of its PN K464F3 pistons, which are a tough 2618 (as opposed to more-brittle 4032) alloy forging and go for $739 including rings. (These "F" series pistons have been recently updated to a new "X" series, which includes an even further improved ring set and adds about $42 to the price.) As we'll explain in the photo captions, Wiseco has done some serious homework when it comes to the design of these pistons.
Wiseco also provided its close partner K1 Technologies' PN CH6125ALLB-LSL8-A connecting rods, which are a great deal at $520 a set--especially considering they are 4340 forged and include features like a special low-friction bushing material, pin oiling, and a double-bridged cap secured with proprietary asymmetric-thread ARP 2000 bolts. Finally, Wiseco rounded out the package with one of K1's forged steel crankshafts (PN 346-4000RB6F-24, $780), which among other things is stress-relieved and features nitrided (rather than induction hardened) journals for long life. According to Wiseco's Brian Nutter, "the K1 crankshaft and connecting rods are priced extremely well and offer attention to detail not often seen in budget parts."
 Editor's Note: When assembling...  Editor's Note: When assembling a stock or high-performance LS engine it is important to have good reference material, especially for things like torque sequences and complete pre-assembly procedures. Werner's own: How to Rebuild GM LS-Series Engines, for example, can serve as a valuable tool to even an experienced builder. Check out www.cartechbooks.com to pick up a copy, or visit your local retailer or GM dealer. |  SAM's Judson Massingill got...  SAM's Judson Massingill got hold of a brand-new GM LQ9 block for us, and a clear advantage to its iron construction is that it allows added overbore potential versus an aluminum block. The SAM folks enlarged its factory 4.00-inch bore to 4.030 via a diamond hone--no boring machine required with this process! A torque plate (installed here with the ARP head bolts we'll be using) is mandatory to simulate proper cylinder shape after the engine is assembled, ensuring maximum power and efficiency. |  Next, the block is put in...  Next, the block is put in the line honing machine, which helps ensure proper roundness and concentricity of the main bearing bores-- yes, this block is brand new, but it never hurts to make sure these specs are dead on. As you can see, the ARP main studs we'll be using must be in place and torqued for this procedure. |
 To aid compatibility with...  To aid compatibility with the head gaskets we'll be using, SAM personnel took 0.010 inch off the LQ9 block's deck and also made sure we had a super-straight surface to work with. Proper surface finish here ensures a reliable head gasket seal, and flatness parallel to the crank centerline yields identical compression cylinder-to-cylinder. |  After the cam bearings are...  After the cam bearings are installed, our completed 6.0L iron block awaits truck shipment to the Garden State. We'll take it from here, SAM! |  Prior to balancing, photographer...  Prior to balancing, photographer Stephen Kim arranges a meet 'n' greet for our Wiseco pistons and K1 Technologies connecting rods, along with their ancillary components: the piston pins and rings. The pistons are an offset-pin design just like O.E., and their strutted skirts are treated to a proprietary Wiseco Armorglide coating that the company says "has a much higher adherence than other moly coatings" and ensures reduced friction and noise along with longer component life. The billet rods are a lightweight H-beam design featuring a 6.125-inch center-to-center length and coming in at just over 600 grams in mass. |