By RYAN Manson Photography by Brian Brennan Videography by Ryan Foss

hen it comes to building a performance LS engine package, there’s no better source for not only those internal components but also the tools required to properly measure and inspect those components than Summit Racing. Not only does Summit stock all the usual suspects when it comes to engine parts and speed equipment, their private label line offers a laundry list of products with an eye toward quality and affordability. From the pan to the valve covers, we turned to Summit at every corner of our latest LS build, and they had everything we needed.

Speaking of performance LS and LT engine packages, the guys at American Heritage Performance (AHP) have successfully carved out a niche in a market flooded with performance engine builders and aftermarket manufacturers. From their Archangel LS7 cylinder heads that powered the world’s fastest naturally aspirated C6 Z06 Corvette (8.895 seconds at 154 mph in the quarter-mile!) to their 700-rwhp 442ci stroker LS7 crate engine package; to say the AHP crew know how to make power using the latest GM small-block would be to put it lightly. That said, it should come as no surprise that when it came time to assemble a powerplant based on a 5.3L iron block, the AHP crew were confident they could assemble a reliable engine that would make impressive power to boot.

Keeping a tightly wound engine together requires quality hardware and for that end Automotive Racing Products fasteners will be used from the main studs to the head bolts. A successful combination to be sure, AHP’s Kyle Martelli will be bringing in his expertise to carefully inspect and assemble every aspect of the LS build.

To begin our build, an iron block LS engine was located, purchased, and disassembled before being delivered to AHP. Once there, it was carefully measured and inspected before being deemed acceptable and sent off for machining. Decked, bored, honed, and brought within closer specs than GM could ever imagine, the bare block was then rolled into AHP’s clean room where the build process could begin.

Martelli will be inspecting the block first, checking crankshaft main bearing clearances before installing the cam bearings. From there, the crankshaft will be ready for installation and a few additional procedures will follow before the bottom end of our Summit Racing LS build is complete. We’ll come back next time and cover the rotating assembly, heads, and valvetrain before putting our mighty LS engine on AHP’s dyno where it will be broken in and its abilities demonstrated.

2. A clean workspace is paramount to a successful engine build, something Martelli and the AHP crew practice diligently. Here, Martelli has organized an array of ARP hardware, including head bolts (PN 134-3609) and main stud nuts and washers.

4. The crankshaft for our build is a Summit Racing Pro LS crank (PN SUM-180LS362224x) that features a 3.622-inch stroke and 4340 forged steel construction. Before the crankshaft is installed, Martelli will check the clearances between the installed main bearings and the crank’s journals to ensure the tolerances are within spec.

6. Next, the main caps and their corresponding bearings are installed and torqued to spec.

8. Next, Martelli measures the crankshaft’s main bearing journals and compares the two results. This is known as the crankshaft main bearing clearance. Our results vary between 0.0026-0.0027 inch, well within Clevite’s specs.

10. There are a handful of galleries that need to be plugged, for which we’ll be using a Summit plug kit (PN SUM-G1584).

12. Over on the passenger side toward the rear of the block, this plug is in a great location to drain the engine’s coolant when the time arises.

14. Properly installed, the “barbell” sits flush with the engine block and will be held in place by the rear main cover.

16. While the block is still bare, Martelli takes advantage of the opportunity to install the camshaft bearings. A Dura-Bond cam bearing set (PN DUR-CH-10) will be used, seen here with a light coat of engine oil applied to ease installation.

18. Proper bearing placement in the journal is of utmost importance. Here, a cam bearing has been installed improperly on purpose to illustrate the importance of lining up the oil gallery holes in the bearing with the same gallery holes in the journal, as well as its proper spacing, fore and aft, in the journal itself.

20. With the cam bearings in place, we can begin the installation of the rotating assembly, starting with the crank. Martelli applies a thin layer of engine oil to both the crankshaft’s main journals …

22. … before carefully setting the crank in place.

24. Our LS engine utilizes five main bearings to support the crank, with the center bearing acting as the thrust bearing, controlling the crankshaft’s longitudinal movement.

25. The main caps are position and rotational specific. Note the position number and arrow markings on this rear main cap to prevent incorrect installation. The 24x crankshaft reluctor wheel transmits piston and crankshaft position to the ECU via the crankshaft position sensor and is also visible in this image.

26-27. ARP assembly lube is applied to the threads of each main stud as well as under the nut or washer to prevent galling and to lubricate the fastener to ensure proper torque readings.

28. Martelli starts at the center and works his way toward the outer main caps, torquing the ARP fasteners in a progressive manner toward the final torque rating of 60 lb-ft. The center cap is left loose until after the thrust is set by driving the crankshaft into the block, aligning the upper and lower thrust bearings. Once aligned, the center cap fasteners are torqued to 60 lb-ft as well.

30. With the main cap fasteners torqued to spec, Martelli repeats his “torque-striping” technique.