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Assembling the engine has commenced

I have commenced assembling the engine.The garage is to cold - I have moved the "workshop" to my hobbyroom. The engine and all parts are new and clean - should be no problem assembling it in my hobbyroom. 







































The first I had to do was shorten the dowelpin on the cam. The opti on L98 and early LT1´s are geardriven - not by dowelpin. An email to Trick Flow (I have a Trick Flow 430 HP LT1 kit) about how to shorten the dowelpin returned the answer below:
"For LT1 and L98 engines (pre-1996) the dowel pin in the end of the camshaft must be pushed in so that the extension is .300" +/- .010". For the 1996 LT1 and LT4 engines the dowel pin is in the correct position extending .620" from the end of the camshaft."
I gently tapped the dowelpin to the requiered length and installed the cam (oiling the cam before mounting it). The bolts (T30 ) to cam retainer and waterpumpgear were locked with treadlocker. 


Short block from Golen Engines is here

Today I picked up the short block from Golen Engines. The block was sent from Golen last week (Friday) and after 6 days travel it landed in Bergen.  The package was quite heavy - about 340 lbs or 150 kg. The transport box was just about the size of the trunk of my Landrover..

After some struggeling the box ended up inside my house. My garage is not heated and I will assemble engine in my hobbyroom.  Much more convenient to assemble inhouse than in a cold garage. When engine is assembled I will just role it out. The short block from Golen is as expected. I will commence assembling in a couple of days. I have asked Golen about all speqs (torque rods and main bearings and clearnce bearings). According to Golen he deliver a couple of hundred engines a year. I am quite confident Golen knows what he is doing - as far as I understand he has many years of delivering engines (and lot of articles in US online car magazines about Golen Engines).
Today I just unpacked the block. The block will b…

Changes again - for last time

There have been (too) many changes in my plans for building this engine. It all started with the wrong rotating assembly kit from Polly Motorsport. My original plan was to stay 350 cid (standard bore an stroke). The reason to stay 350 was because the Trick Flow kit itself is a 430 HP kit on standard 350 cid. But Polly got a stroker kit and even if that was not suitable for my build I decided to go for stroker again. Before commencing this project I was in contact with Chad Golen at Golen Engines. I have read a lot about Golen engines in online magazines and browsed his website. Chad has a lot of experience in building LT1 engines and there are at least two Norwegians who has engines from Golen.

After my first contact with Chad this summer I decided to pull engine and rebuild my own stock engine. After Polly delivered wrong assembly I was in contact with Chad again. And it is always a pleasure e-mailing with Chad. His answers are detailed and you know by reading his e-mails and browsi…

New rotating assembly kit ordered

The kit from Polly was not the correct one. I dont know what happend - but the kit which I got from Polly was a standard cast LT1 Eagle kit. The crankshaft was recommended up to 400 HP - my build should easy produce 450 HP. The kit from Polly was returned.

I had decided to go for a standard 350 kit (by honing bore to 4.02" and stroke 3.48") - but now I am back to a stroker kit again.

I have ordered a SCAT forgeded steel 4340 rotating assembly kit (SCA-1-41755BIE). The kit is internally balanced and includes flexplate. I have to bore block 0.030" oversize and new displacement is 383 cid (or 6.2 litres). The pistons are + 16cc and if block has standard LT1 piston to deck clearnce about +0.020" compression should be about 10.5:1 (heads are 54cc).  New bore and stroke is 4.030" and 3.75". Rods are 5.700".

The kit will be sent from US mid december. Assembly of engine probably in beginning of January - depends upon when block is bored. Block will be bored…

Waiting for new pistons and crankshaft

Most new parts are in house (ordered from Summit Racing in US). New pistons and crankshaft are ordered locally from Polly Motorsport (which again get parts from US). Polly has quite a reputation as engine builder. By his experience in choosing the right pistons and crankshaft I will get the right rotating assembly for my engine. The rotating assembly is still in US for balancing before shipping to Norway. The engine block is the only part left from the original engine - all other parts are new (MSD ignition, oil pump, water pump, rotating assembly, bearings, camshaft, heads, new camshaft timing chain and gear). New pistons will raise compression ratio from stock 10.5:1 to 10.8:1 due to a smaller combustion chamber volume (54cc).

This is how the engine compartment looks like now - a big empty hole. I will spend some time to label remaining unlabeled contacts and check all contacts. Cleaning and paint is done.

Below are pictures of new parts in house. The most exiting part is the Tric…

What next ?

So what next? Engine and trans are pulled from car. Trans (700R4) will be sent away for maintenance and strengthen. Trans must be able to handle about 500 HP (engine). I have never pulled an engine from a car before. Some 25 years ago I worked as chief engineer on board RNON fast patrol boat. During those years there was a lot of work on big engines. For the last 20 years I have been working in office. The only time after from navy I was a "mechanic" again was during my 8 years as a hobby road racer beginning of 2000. The picture above is from a race in Sweden riding a Ducati 748R. Fantastic motorcycle and it was "seriously abused" ( I had some serious crashes on that bike).  
Doing some serious work on my Corvette is fun. I do enjoy my time in the garage working on my Corvette.
Engine and trans pulled together. Some logistics about bolts and connections is a good idea when pulling engine from a Corvette C4. Label connections and use smal plasticbags and …

My first blogpost

Commencing blog

This is my first blog ever ;-) I will blog in english (my native language is Norwegian) and my subjects for this blog are mostly technical from car (Corvette C4), computing and photography and nature. The main reason for commencing this blog is mainly because I have just started a major upgrade of my Corvette. The plan this winter (2011/12) is to get some more power from my engine. The engine is a standard LT1 V8 350 cid (5.7 l) Chevy GM Corvette. The car has done about 126.000 km and to be sure the engine and transmission are capable to handle the extra power a fully split and rebuild is required. Brakes will also be upgraded to handle the extra power.

“As built” Corvette C4 - 93 model

My corvette is a standard 93 model LT1. Engine is i gen II Chevy small block V8 350 cid. Engine and transmission (700r4 automatic) are in very good condition. Engine produces 310 HP engine and just above 250 rwhp. Stock engine apart from Melrose longtube headers, 3” BB-Tri flow exhaus…