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LS1 Dirt



http://images.chevyhiperformance.com/techarticles/148_0405_ls1_03_s.jpg
On the bottom side, HTC applies billet-steel main caps and secures them evenly with ARP studs and the factory torque specification.		http://images.chevyhiperformance.com/techarticles/148_0405_ls1_04_s.jpg
To hold the price of the conversion down, HTC reworks the OE powdered-metal connecting rods for durability and strength. They are fitted with ARP rod bolts.		http://images.chevyhiperformance.com/techarticles/148_0405_ls1_05_s.jpg
In the interest of longevity and durability, the stock LS1/LS6 rods are shot-peened and polished, and the big end is honed 0.002-inch oversize.
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Upgrades include a forged-steel spiff, an HTC/Carrillo A-beam...		http://images.chevyhiperformance.com/techarticles/148_0405_ls1_07_s.jpg
...and a more expensive Carrillo H-beam variant.		http://images.chevyhiperformance.com/techarticles/148_0405_ls1_08_s.jpg
HTC reworks the stock LS crankshaft (right), streamlining the core, and subjecting it to an ionization process.
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For $1,995, the ultimate application, HTC's E-4340 forged crank, as designed by Scott Bechtloff and Marty Cimaglia, packs more than 40 years of drag race, Winston Cup, and hot street experience.		http://images.chevyhiperformance.com/techarticles/148_0405_ls1_10_s.jpg
A BHJ bolt-stretch gauge is used for properly setting up the connecting rod for resizing, obtaining the proper torque load when the bolt is installed in the engine, and monitoring the condition of the bolt while in use. Measure the length of the bolt in a relaxed (untorqued) state. Record the number. When it's time to tear the motor down, take another measurement. Anything greater than 0.001-inch stretch is reason to replace the fastener.		http://images.chevyhiperformance.com/techarticles/148_0405_ls1_11_s.jpg
Budget variants includes the Speed-Pro hypereutectic flat-top pistons and OE pressed-in 0.945-inch pins. Static compression ratio with a 63cc chamber is 11.0:1.
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