by Mike Mavrigian FILE FITTING THE RINGS Because of our over-honed cylinder diameters (4.263″), standard size rings wouldn’t work, so I started with a set of Total Seal rings P/N CR7190 35, supplied with our Diamond pistons. These are intended for a bore diameter of 4.268″ (1/16″ top, 1/16″ 2nd, 3/16″ oil), requiring a custom [...]
WE BALANCE AND BEGIN ASSEMBLY text, photos and assembly by Mike Mavrigian Crankshaft balancing was next on the agenda. Since the Diamond pistons are already weight-matched by Diamond, and the Scat connecting rods are weight-matched at both small and big ends, we didn’t need to perform any weight corrections to those components (I [...]
PROJECT LS2, PART 4 This has proven to be a fairly easy build. The LS series-both Gen III and IV-shows definite promise. by Mike Mavrigian all photos by author Our LS is now ready for induction and ignition.At this point, our LS2 is a complete longblock. Here, we’ll cover a number of subjects leading up [...]
I opted to install the crank gear at the zero timing mark, but this gear allows adjustment +/- 4 degrees. Our timing chain setup installed. With No. 1 rod pin at TDC, the timing dot on the cam gear is at 6 o’clock, and the ) mark on the crank gear is at 12 o’clock. [...]
PROJECT LS2, PART 3 Assembly of the short block and cylinder head installation by Mike Mavrigian All photos by author INSTALLING THE RELUCTOR WHEEL The reluctor wheel features a series of teeth that provide crankshaft position signals via a sensor to the ECM. The wheel press fits to the rear of the crank, immediately forward [...]
The side relief design provides additional clearance for the crank’s reluctor wheel. Without this added clearance, No. 8 piston would hit the reluctor wheel. Here’s an underside view that clearly illustrates the side relief/short pin design. Naturally, this also reduces reciprocating weight as a bonus. As you can see, the compression height resulted in the [...]
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