This next step is critical in achieving the full power potential from the camshaft. Paul degrees the camshaft based on a 114-degree centerline at .050-inch lift. The Crane cam checks in at .600/.600-lift, and 240/246-duration @ .050.
Pictured here are the camshaft retention plate, the back plate (which holds the rear main seal), and the valley plate. All components are exclusive for the Warhawk only. Stock GM components will not work. Also shown are ARP fasteners and the necessary gaskets. This kit is sold separately.
The next order of business is to install the crankshaft-driven oil pump. Spacers are required in order to accommodate the double roller timing chain. Once the pump is installed, the oil pickup tube can be bolted into place.
Once the pickup tube is in, the oil pan can be installed. A Moroso oil pan was chosen so that there wouldn't be any clearance issues. (Note: Always check the clearance between the pickup and oil pan. Oil pressure can be affected without proper spacing.) Also installed at this time is the OE front timing cover and ATI-SFI front balancer.
Now that the short-block is complete, it's time for the LS1X cylinder head installation. The LS1X heads feature 64cc chambers, 235cc intake runners, and a 15-degree valve angle. World also raised the valve cover rail in order to clear larger rocker arms.