500CI Chevy LS1 Engine Build - How To Build A 500CI LS1

With such impressive flow...        read full caption With such impressive flow numbers from the factory, porting was kept to a minimum. SAM touched up the chambers, valve seats, and ports, which increased flow to 390/235 cfm at 0.700-inch lift. The chambers measured out at 66 cc.	Controlling the valves is...        read full caption Controlling the valves is a set of Comp 927 springs with 150 pounds of seat pressure and 440 pounds of open pressure. They check in at 1.539 inches in diameter and are secured by Comp titanium retainers.	Ferrea valves maintain the...        read full caption Ferrea valves maintain the stock 2.20/1.61-inch diameter. The rest of the valvetrain consists of Jesel 1.7:1 shaft-mount rockers, Comp lifters, a Cloyes timing set, and ERL 9.650-inch pushrods that compensate for the extra deck height.
A testament to the simplicity...        read full caption A testament to the simplicity of the build, the 500 utilizes a stock LS7 intake manifold that draws air through an Accufab throttle-body. Managing the pulses on the 55-pound MSD injectors is a stock computer tuned with EFI Live software. A Meziere electric water pump circulates coolant, and the custom 2-inch headers scavenge the cylinders.	Since the deck plates move...        read full caption Since the deck plates move the intake ports farther from the center of the motor, ERL supplies 3/4-inch adapter flanges. SAM massaged the openings to mimic the intake ports, which allowed for a smooth transition from the manifold into the cylinder heads.	Since the heads now sit higher...        read full caption Since the heads now sit higher on the block, the factory coolant crossover tube must be lengthened. An easy method of doing this is cutting the tube in half, then inserting a coolant hose between each piece and clamping it down.
Even in the tight confines...        read full caption Even in the tight confines of SAM's '98 Z28, the 500 cleared the shock towers and cowl beautifully, and neither had to be cut or beaten with a hammer. The only custom items in terms of fitment are the headers, which most shops can build for about $1,500.	SAM track-tests all its engine...        read full caption SAM track-tests all its engine combos; in a 3,700-pound fourth-gen Camaro backed by a Powerglide and a 9-inch rear, the 500 has run a best of 10.22 at 140 mph on the motor while running out of gear at the 1,000-foot mark. Since then, SAM has swapped in taller gears and a set of 28x10.5 MT ET Drag slicks in place of the ET Streets and will be shooting for high 9s. Considering the SAM 500 served as the first real-world guinea pig for ERL's LS2 design efforts, the fact that everything went together without hiccups is very impressive.

Get Your Own 500
If the prospect of 500 all-aluminum rippling cubes has already made you bash open your piggy bank, here's the skinny on how to get an ERL setup in your car. The Super Deck II system is sold as a turnkey short-block assembly for $14,900. If you provide your own LS2 core, ERL will knock $1,000 off the total. That price includes an ERL block, a Callies crankshaft, full internal balancing, Wiseco pistons, rings, bearings, billet main caps, main studs, bushed lifter bores, intake manifold adapter plates, longer head studs and pushrods, and a cam custom-ground to your application. All you need to add are cylinder heads, an intake manifold, and an oil pan. ERL offers bore sizes from 4.000 to 4.200 inches and will tailor compression to whatever ratio you chose.