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Goodson reluctor ring installer jig is an absolute must for installing LS crank timing wheels.
The Goodson tool indexes the ring via the 8mm hole in the ring face.
The 8mm dowel is pictured here. It’s attached to a tang on the outside of the tool.
An internal dowel in the tool engages into the crank’s rear flange dowel pin hole.
Here, the Goodson tool is shown affixed to the reluctor ring.
Here’s the dowel pin hole in the crank. The locating pins on the Goodson tool fit the holes in the ring and crank very precisely.
Once the ring is heated to 450 degrees F and affixed to the Goodson tool, the ring slips on easily and locates the ring exactly in the proper clock location.
The reluctor ring is shown here mounted to the crank.
The main thrust bearing is located at the No. 3 main saddle.
The Lunati 4.000″ stroker crank fit our block beautifully with no need to perform any counterweight clearancing.
The No. 3 MAHLE Clevite thrust bearing features three grooves on one side and this three-groove must face toward the rear of the block.
ARP main studs were installed finger-tight. The longer studs install inboard and shorter studs outboard. Once seated, though, the installed height will result in the inboard studs lower than the outboard studs.
Our crank thrust measured 0.005″.
Once the primary main cap nuts have been tightened, the 8mm main cap side bolts are installed.
The side bolts are tightened to 20 lbs./ft.
Three water jacket threaded (straight thread) plugs are installed. This plug is at the lower rear on the left side of the block.
A plug also threads into the lower front on the left side.
A large brass plug installs at the upper forward area of the left side. These GM plugs were pre-coated with thread sealant, so just stick ‘em in and tighten.
I coated our Crane billet cam with Royal Purple’s Max Tuff engine assembly lube.
The left front face of the block requires a small expansion plug.
I coated the expansion plug with Hylomar sealant before installing.
The camshaft retainer plate (front of the block) features a pre-applied sealant bead. This plate also serves as a thrust stopper.
Our timing set from Scoggin-Dickey featured a Torrington bearing. The black hardened face locates forward. The bearing actually installs onto the rear of the cam gear.
Here the spacer bearing is installed onto the rear of the cam gear. It’s a reasonably snug fit and will snap into place with hand pressure.
Our cam thrust checked out with 0.0035″ endplay.
The GM crank key was way too tall for our crank, but the Lunati key was a perfect fit.
The crank key (for crank gear and oil pump drive) was tapped into position with a brass drift.
The crank gear was tapped into full-seat position using a hollow aluminum driver.
Tags: ARP, BEARINGS, CAMSHAFT, CAMSHAFT ENDPLAY, CAMSHAFT INSTALLATION, CAMSHAFT RETAINER, CLEVITE, CRANK TIMING, CRANKSHAFT, ENGINE ASSEMBLY, GOODSON, LS, LS2, LUNATI, MAHLE, MAIN STUDS, RELUCTOR RING, ROLLER CAMSHAFT, SIDE BOLTS, THRUST BEARING, TIMING GEARS, TORQUE
