LS6 427 Short Block - LS6 Super Stroker

Our 427 LS6 by Gen III Performance not only made great power on pump gas but had a unique, all-polished aluminum look.

Our 427 LS6 by Gen III Performance not only made great power on pump gas but had a unique,

Since the inception of the small-block Chevy, enthusiasts, engine builders and manufacturers have devoted careers and personal fortunes to 350-inch performance. With no exception, the automotive aftermarket has recreated virtually every component in the venerable Mouse. As shown by the ever-so-popular Engine Masters Challenge the SBC is the engine of envy. Fact is, you can't beat a 350 Chevy.

Just as mass-produced aluminum heads revolutionized the cylinder head market and the roller cam became standard equipment, the Gen III all-aluminum engines found in Corvettes and Camaros are the high-tech hot rodder's choice. Any consumer can have a complete LS1 sent directly to their door with a stand-alone harness complete to the last wire. There are no more excuses of motor mount complications or torque converters. Everything needed to drop a Gen III motor into ancient iron is now available. For those horsepower hogs who, like their fathers before them, have to have the biggest beast on the block the choices are slightly more limited, especially if aesthetics are high on the priority list.

A few months ago while perusing the LS1 tech boards, we came across the name Gen III Performance, owned by ex-computer programming guru Scott Turvey. After a little web surfing, we found that Scott had made a second career in big-inch, big-power LS-series powerplants. And better yet, Scott was developing a stack-style injection system that gave the LS6 that oh-so-cool look seen on this month's cover.

Our assembly began by cataloging all the necessary parts and making sure all components were accounted for.

Our assembly began by cataloging all the necessary parts and making sure all components we

Gen III Performance deals only in Gen III Chevrolet technology and not only builds custom engines but is a great source for aftermarket parts and tech knowledge. As LS-style engine experts in training, the staff of Super Chevy was on their toes during the entire assembly of our 427-inch pump gas beast. While we're quite confident in the world of conventional small-blocks the assembly of a Gen III motor took a little more attention to get used to.

According to Scott, his history in the engine world combined with his experience in the computer world made him quite comfortable in the high-tech Gen III realm of engine building. Gen III uses only top-notch components and brand new blocks. With the use of cylinder sleeves almost any realistic displacement can be achieved. So, depending on the goal, Scott can build a motor for low-end torque or high-end power. Our 427 represents a good combination of both torque and power and would be extremely well suited in any GM musclecar.

Before any installation took place, the sleeves were checked for roundness at top, middle, and bottom.
Before any installation took place, the sleeves were checked for roundness at top, middle,
The proper cylinder diameter was also checked at the top, middle, and bottom of each bore.
The main caps, crank, and a piston set were temporarily installed to check the rod clearance at the bottom of the cylinder bores.
The main caps, crank, and a piston set were temporarily installed to check the rod clearan

After prepping the pistons, each ring was gapped and ground to the desired spec.
With all the surfaces clean, the main bearings were pressed in place.
The HTC forged stroker crank was gently set into place.

After fitting the bearings into the new end caps, assembly lube was applied to each bearing prior to assembly.
After fitting the bearings into the new end caps, assembly lube was applied to each bearin
The HTC main caps were installed on the ARP studs and torqued to the required 65 ft-lb.
With the crank in place, the Carrillo rods were hung on the full floating CP pistons.

Unique to these pistons on such a large stroke, are pins that do not intrude into the oil rail.

Unique to these pistons on such a large stroke, are pins that do not intrude into the oil

In the past, the biggest detriment to Third-Generation motors was the aesthetic appearance. It's been one of Scott's personal goals to make the motors leaving his shop as nice to look at as any billet-dressed 350 out there. By using custom valve covers, trick aluminum water pumps, aluminum intake manifolds and remote coil packs, Scott has made a reliable power package that not only sounds sweet but looks great, check it out!

Short Block - 427 CI, bore (4.125) & stroke (4.00)
*New GM aluminum LS6 bare block
*Darton sleeve kit
*HTC Ion-Plasma Gas Nitrided forged crank
*Forged Carrillo A-beam rods
*Forged CP pistons 10.5:1
*Speed Pro rings
*Federal Mogul bearings

Each piston was outfitted with both compression and oil rings and then installed into the motor.
Each piston was outfitted with both compression and oil rings and then installed into the
The Carrillo rods were torqued in place to 45 ft-lb.

Top End
*New GM Bare LS6 head w/large displacement CNC-porting
*Ferrea valves: 2.055 In 1.60 Ex
*Comp Cams ovate beehive springs 26918-19
*Comp Cams custom cam kit
*Intake lift: .534"
*Exhaust lift: .537"
*Intake duration at .050" 224
*Exhaust duration at .050" 228
*Comp Cams adjustable timing gear set
*Comp Cams shaft roller rocker arms (adjustable)
*Comp Cams "R" lifters
*Comp Cams 3/8" chrome moly pushrods
*Gen III Performance custom velocity stack injection
*Gen III Performance valve covers & breather
*Gen III Performance billet fuel rails & assembly

The custom ground Comp Cams bumpstick was lubricated with assembly lube and worked into place.
The custom ground Comp Cams bumpstick was lubricated with assembly lube and worked into pl
The Comp Cams timing assembly was bolted in place; note the adjustment for cam timing.
Scott reads the cam specs and determines TDC for the ultimate in cam timing accuracy.

Miscellaneous
*Aeromotive adjustable Fuel Regulator (30-100 psi)
*Bosch fuel pump
*ARP fasteners
*Holley 55-pound injectors
*Meziere LS1 street electric water pump

Ignition
*Electromotive TEC3 engine control unit
*Electromotive coils
*Electromotive engine harness, custom fit for project
*Customized ECU programming for car/engine by Gen III Performance

Before going any further the rear cam stop is installed temporarily.
Unlike a SBC the oil pump is crank driven on the LS1/LS6. Our blueprinted oil pump was installed and snugged into place.
Unlike a SBC the oil pump is crank driven on the LS1/LS6. Our blueprinted oil pump was ins
Scott has the stock timing covers fully polished, or chromed at an added cost. The cover is ready to be installed, but left hand tight until the end of the assembly.
Scott has the stock timing covers fully polished, or chromed at an added cost. The cover i

For the Super Chevy cover, Scott used a Vector Damper billet harmonic balancer anodized any color of our choice, red of course! The balancer is installed to the tune of 240 ft-lb of torque.
For the Super Chevy cover, Scott used a Vector Damper billet harmonic balancer anodized an
Seeing as the LS-series engines use hydraulic roller lifters Scott left the lifters in non-detergent oil overnight to fully pump up.
Seeing as the LS-series engines use hydraulic roller lifters Scott left the lifters in non
The custom length 3/8-inch pushrods are dropped into place.

Although it seems odd, the Comp Cams lifters are inserted into hard plastic OE trays and then installed into the motor.
Although it seems odd, the Comp Cams lifters are inserted into hard plastic OE trays and t
A multi-layered head gasket is used in lieu of the stock OE style gasket.
The new CNC ported LS6 heads are installed and torqued to specifications.

Due to the extreme spring pressures and high revving nature of our motor, we chose to use Comp Cams' LS1 shaft rocker system, although stock-style rocker arms will suffice.
Due to the extreme spring pressures and high revving nature of our motor, we chose to use
With the shaft rockers in place Scott proceeded to adjust the valves on the hydraulic roller camshaft.
With the shaft rockers in place Scott proceeded to adjust the valves on the hydraulic roll
The polished valley cover is installed next. Covers are available for use with or without knock sensors.
The polished valley cover is installed next. Covers are available for use with or without

The CNC stack injection intake manifold is lined up and set in place. If a stock style intake is used, it would be set in place identically.
The CNC stack injection intake manifold is lined up and set in place. If a stock style int
The Momar valves and anodized horns are set atop the intakes. As the studs are in soft aluminum, be gentle when setting the valves in place.
The Momar valves and anodized horns are set atop the intakes. As the studs are in soft alu
Due to increased displacement and overall performance, a 55-pound injector is used.

The fuel rails and nylon vacuum tubing are installed and routed.
With the motor complete, the Mark Kings billet aluminum valve covers go atop the high revving Comp valvetrain.
With the motor complete, the Mark Kings billet aluminum valve covers go atop the high revv
The assembly is concluded with a Meziere electric LS1 street style water pump.

SOURCES
Gen III Performance 2295 Meyers Ave Escondido CA 92029	Meziere 8-00/-208-1755 meziere.com
HTC 10640 Garfield Ave South Gate CA 90280	Momar Injection P.O. Box 65 Grand Lake CO 80447
Mark Kings 3810 E. Carol Ave Mesa AZ 85206	COMP Cams
Vector Dampers 10640 Garfield Ave South Gate CA 90280