We heard about Jakson Stevens’ build project about a year before we saw it actually coming into the fold.
“I’m going to put a big turbo on a destroked LS motor” he once told us in passing. You see, Jakson isn’t really that big of a talker, he’s a man of few words and he’s typically pretty quiet until he really gets to know someone. That quiet stoicism probably should have tipped us off that he was actually pretty serious. He does, after all, work for TPIS who is known for very strong showings at the Engine Masters Challenge - with some serious coverage by our cousin publication of that very same name.
So it was no surprise that we got a phone call in what felt like the next day he first dropped it in his 4th-gen Camaro that we paraphrased, “I blew up third gear,” Jakson relayed to us in his usual calm-as-a-bomb tone. His T-56 had pretty much grenaded.
We could have called that one from the word ‘go,’ but we digress, in the least smug we know how, which honestly isn’t that much. But let’s back up a step and show you how Jakson got to be known as the tranny killer with 1,113 horsepower and 891 ft-lbs of torque to the crank.
He started off with an iron LQ9 6.0L truck block from a 2003 something, threw in a 2008 LR4 crankshaft from a 4.8L and a LME billet 24X reluctor wheel to make a stout mouse with 332 cubic-inches. All those short strokes are made up for in some high-revs that Jakson wanted. Eight-thousand revs to be exact. He could have said “eleventy-billionty” for all we knew and we would have believed him.
The rods, being a weaker link in the LS platform, were replaced with a set of Callies Compstar H-beams that are 6.300-inches in total length and ARP 2000 bolts. Pistons are Diamond 4.020-inch jobbies, and are ceramic coated.
The camshaft is where all the black magic happens. Jakson worked with his talented crew at TPIS to get a custom grind from Comp Cams that came in at 239°/243° @ 0.050, .623”/.623”, 116+4 LSA. The heads are set of LS3 castings, that are custom ported and ceramic coated inside the chambers and exhaust ports.
You may not want to get too close to the intake because the hand made sheetmetal by TPIS might just suck you in. Not only is it a pretty piece of eye-candy, it also holds a TPIS 90mm throttle body and Bosch 2550CC high-impedance fuel injectors. Valve float at high RPM’s is always a challenge so, Jakson went with GM hollow stem LS3 valves and PRC EHT .675 valvesprings.
So, I bet you’re saying (in your best Arnold impersonation), “GET TO THE TURBO!” and you’d be totally right, but just like every fabricator in the world, the best can’t do its best without a solid foundation. Jakson went with a Precision Turbo PT8847 88mm turbo and a One Guy’s Garage custom turbo kit that still allows for full A/C functioning using the stock radiator and a 4-inch downpipe. The custom kit includes a stock GM truck manifold, flipped and pointing forward, and a stock C6 Corvette exhaust manifold to help keep costs reasonable. Wastegate action is taken care of with a Precision Turbo 46mm and the blow-off valve is an RPS 50mm unit.
So here’s what happened. Jakson really needed to see what it would do before all the hardcore boost was thrust at it. He dyno’d it at a respectable 505 horsepower and 438 ft-lbs of torque on an engine dyno. After he was sure that the combo would hold together, he let it loose with 20-lbs. of boost, and made the 1,100-plus horses you see here.
Now all Jakson needs is a killer tranny—err, maybe that’s a poor choice of wording. Let’s just say he won’t be able to go very far blowing all those tr--. Ok, we give up. Jakson, just go get a beefy transmission, you’re going to need it, pal!
1. It sort of makes a mess of the dyno room, but having that big of a turbo and all of its accessories are completely necessary.
2. We love a good carnage pic, and destroying third gear in a T-56 is always fun ...when it’s not us.
3. A solid balance on the 4.8L crankshaft makes sure everything runs smoothly!
4. Jakson used a ring gapping tool to make sure all of the specs were accurate, and within tolerances.
5. Compstar 6.300-inch H-beam rods can withstand a lot of abuse. These bad boys should do the trick!
6. ARP 8740 main studs hold the bottom end from taking a walk on the wild side.
7. The LS3 cylinder heads are being prepped for ceramic coating in this shot. If you do this yourself, don’t get the ceramic material on the head face.
8. A well-crafted ceramic coating ‘after’ shot. Mmm, slick!
9. The Diamond pistons were coated as well with ceramic material.
10. After the Clevite H-series bearings are seated, the main caps and Rollmaster Dual Roller Adjustable timing set can go on.
11. This motor needs a very precise timing tune on it with the GM ECU. A 24X reluctor was used in this case.
12. The mighty bottom end is now complete, and buttoned up with a stock F-body oil pan that’s painted an understated black.
13. A stock intake was used for the first initial startup. They checked for any leaks and any major diagnostic concerns before giving it the ole’ heave-ho.
14. While the 6.0L block was in good shape, it’s never a bad idea to give the sleeves a good hone to make sure there’s no issues down the road.
15. The engine is now finished with final assembly, and is prepped for the engine dyno with all the trimmings.
16. Bosch 2550cc injectors were used to feed a very thirsty monster.
17. With all the turbo accessories installed, and the engine ready for its new home, Jakson likes to “flex a little” with his 1320 TX2K video. Jakson tells us that he’ll be making an appearance at some of the top speed events when he’s all said and done. So keep your eyes peeled.
|332 ciD. LS|
|Destroked 6.0L 505HP/438TQ NA, 1113HP/891TQ 20PSI, Max RPM – 8000|
|Block||‘03 GM LQ9 6.0L Iron 4.020” Bore|
|Crank||‘08 GM LR4 4.8L 3.268” Stroke w/ LME Billet 24x Reluctor|
|Rods||Callies Compstar H-beam SBC 6.300”, ARP 2000 bolts|
|Pistons||Diamond 4.020” custom ceramic coated|
|Rings||1.1/1.1/3.0mm Total Seal AP Stainless|
|Camshaft||Comp Cams custom 239°/243° @ 0.050, .623”/.623”, 116+4 LSA|
|Lifters||Morel Link-bar Hydraulic|
|Bearings||Clevite H series|
|Timing Chain||Rollmaster Dual Roller Adjustable|
|Cylinder Heads||Hand ported LS3 w/ custom ceramic coated chambers & exhaust ports|
|Intake Manifold||TPIS Sheetmetal LS3|
|Throttle Body||TPIS 90mm|
|Injectors||Bosch 2550cc High Impedance|
|Rocker Arms||Stock GM LS3 with Comp Cams Trunion upgrade|
|Valves||GM hollow stem LS3|
|Valvesprings||PRC EHT .675” with Ti retainers|
|Pushrods||Manley 7.350” long, 0.375” diameter|
|Headgaskets||GM LS9 MLS|
|Head Studs||ARP 8740|
|Main Studs||ARP 8740|
|Turbo||Precision Turbo PT8847, 88mm, .96A/R, T4|
|Kit||One Guys Garage; F-body with A/C, stock radiator, and 4” downpipe|
|Wastegate||Precision Turbo 46mm|
|Blow Off||RPS 50mm|
|Manifolds||Stock GM Truck and C6 Corvette|