No need for an engine with monster displacement for what Jeff had in mind; he kept the cubic inch limit at the stock 376 ci (4.065x3.622), ensuring the grunt he'd need but keeping the cost of fuel within sensible limits. Obviously, this is why the majority of g-machine owners also opt for a transmission with at least one overdriven gear. So now we find ourselves at Wegner Motorsports in Markesan, Wisconsin, a road race-oriented company that's been investigating, building, and outfitting the LS engine since its inception. The idea was to leave the short-block as factory. Wegner's reasoning was sound; along with a deep-skirt, rigid block, and six-bolt main bearing caps, the bottom end of these engines are frightfully capable and favored because they save a ton of bucks. Naturally, they balanced and blueprinted the assembly, screwed the thing back together with ARP studs, a Champ 5.5-quart oil pan, and factory oil pickup, and then turned to the L92 cylinder heads. Wegner administered CNC aid in the ports, runners, and combustion chambers. With the flat-top piston, they produce a pump-gas-good 10.87:1 compression ratio.
Valve timing comes down to a Comp hydraulic roller ground with the following events: 0.586-inch intake, 0.595-inch exhaust; 291- and 301-degree duration. The lifters they pirated from an LS7. Jeff didn't see the need for a power adder either, but he specified a top-notch (sophisticated and expensive) induction, engine controller, and ignition system, something that would burn eyeballs and make people say "Wow!" The sex object is a Precision Metalcraft (Escondido, California) isolated runner intake manifold and billet fuel rails originally developed for sand racing (where the LS engine rules). An exciting spectacle to be sure. Lance Nist's Pantera EFI in California built the ignition system and engine controller (ECU 882C digital signal processor). Fuel is delivered via a Walbro fuel pump. Wegner stuck a K&N element on the leading end of the intake tube and called it done. A serpentine belt captivates ancillaries as part of the Wegner billet accessory drive system (Stewart water pump in league with a Griffin aluminum core), Vintage Air Gen II HVAC, and Powermaster alternator. Those clean, crisp rocker covers are Wegner billet items. Hooker ceramic-coated headers feature 13/4-inch primaries and 3-inch-diameter collectors that merge with a stainless steel X-pipe and Dynomax Ultraflow welded mufflers. Dynamometer output was 599 hp at 6,800 rpm and 505 lb-ft of grunt at 5,600 rpm on pump gas.
Jeff would have nothing less than two overdriven gears in his transmission-a Tremec T56 as assembled by Liberty's Gears in Taylor, Michigan, perhaps best known for its drag racing products. For the connection between crankshaft and transmission, Jeff chose a SPEC flywheel, Stage 3 Plus pressure plate, and a SPEC SC903 carbon-graphite disc-this all living famously beneath the factory bell housing. Channeling torque is the responsibility of a Strange Engineering chromoly prop shaft fitted with toughie 1350 universal joints. To save a bit of weight and require less horsepower to turn the pinion, Jeff used a 12-bolt carrying 3.90:1 gears and a limited-slip differential rather than the popular 9-inch type.
Seating is firm but not uncomfortable on the long haul. Recaro Pole Position racing buckets are done in cloth and amended by G-Force five-point safety harnesses that are lashed to the rollcage crossbar. Friend Russ Szweda did the headliner and the carpeting. Jeff's behind a Grant Corsa GT steering wheel and flicks a Twist Machine billet gear lever on a Pro 5.0 shifter tower. There's no console or fabricated dash insert. Auto Meter Sport Comp gauges set in a Covan center panel with a big tachometer and speedometer directly in front of him collects engine information. Whaddya think? Rapture by engine is quite enough for Jeff, so there isn't an ounce of audio equipment or anything non-essential to the purpose in the car.