Although most of Turn Key's Gen X engines are fuel injected-and we intend to try out EFI on this particular engine-we decided to go carbureted for this project. "We'll cater," said Turn Key's Kory Enger, so we bolted up an Edelbrock Victor Jr. LS1 manifold and teamed it with an MSD 6LS ignition controller. While we were looking to save a few bucks compared to the cost of an EFI system, the setup we used had one big advantage: simplicity. And sure, we're saying that installing the manifold, slapping on a carb, and dialing it in was simple. But the same thing goes for the MSD ignition controller-it truly is plug-and-play, especially if you go with one of the preprogrammed timing curve modules. How simple was it? This writer actually hooked most of the harness up, minus the power and ground wires. With that done, all that was left was to fire her up and have at it.
When all was said and done, it was hard to be disappointed with the results: 560 hp at 6,500 rpm, along with 505 lb-ft of torque at 5,100 rpm. And despite our emphasis on the upper end, we still managed a pretty broad torque band, maintaining 400-plus lb-ft from 3,300 rpm all the way to the end of the run at 7,000. They're good numbers, especially when you consider that we're dealing with only 383 ci and 10.3:1 compression. There's more in store for this thrown-away LS, but we're off to a good start. Check it out.
Quick Notes
What we did
Turned a cast-off LS1 into a potent stroker motor
Bottom line
We got big-block horsepower numbers from an aluminum small-block
Turn Key Engine Supply began...
Turn Key Engine Supply began this project by totally disassembling, cleaning, and machining our LS1 core. Engine builder Terry Clason pointed out that only a minimum of clearancing was needed to accommodate the compact Lunati rods.
Clason began by installing...
Clason began by installing the cam bearings. It's imperative that the oil holes be properly positioned; they should be at approximately 3 and 9 o'clock. The cam was then coated with assembly lube and slid into place.
After installing the upper...
After installing the upper half of the Clevite H-Series bearings we used for this build, Clason set our beyond-stout Lunati Pro-Series 4340 forged crank into place. Note that the crank comes with an LS1/LS6-style 24-tooth crank trigger, aka reluctor wheel, preinstalled. LS2/LS7 mills use a 58-tooth crank trigger and require a different ignition controller.
One of the biggest advantages...
One of the biggest advantages of a Gen X powerplant is the deep-skirted block design. The six-bolt main caps that fit into it make for an extremely strong lower end. The four main bolts get torqued to 58 ft-lb, while the side, or cross-bolts, get 20 ft-lb.
The standard Gen III oil pump...
The standard Gen III oil pump is more than up to the task of oiling our 383 LS, so that's what we used. On the other hand, we upgraded our timing set with one of Turn Key's double-roller setups. Note the oil galley plug Clason is pointing at; failure to install this small but critical piece would lead to a noticeable lack of oil pressure at startup.
Our reciprocating assembly...
Our reciprocating assembly consisted of a Lunati rod/JE Pistons tandem. The 6.125-inch 4340 rods are lightweight and compact in size, requiring minimal block clearancing as noted before. JE's Forged Side Relief (FSR) pistons are designed to avoid reluctor wheel clearance issues in Gen X engines. The inverted-dome configuration is intended to create forced-induction-friendly compression ratios.