We used custom designed CP pistons for our project because Stan feels they are as good as if not better than anything else on the market. Stan uses them in his NASCAR engines that turn over 9600 RPMs and never has a problem. (That's a good enough test bed for me!)

We use coated bearings. Some engine builders say this isn't a necessity because the crank should never come in contact with the bearings. Stan says that's true but {IF} it does it's a little extra security before you spin a bearing.

.927 wrist pins are used with a thick wall. This is no place to save weight on a street engine! Especially one that will eventually be boosted or have nitrous or both. Stan uses .812 wrist pins on the NASCAR engines where the RPMs are through the roof but this engine shouldn't see much over 8000 so there's no need to push it.

Even though every part comes finished to size, Stan double checks all sizes and clearances before assembly.

After double checking all clearances the parts are pre lubed and put together.

Here is a close up of the round wire piston pin clips that Stan always uses. These are designed so that if the pin jars against the clip it will expand making the clip tighter. This is another safety feature that Stan utilizes in his engines, just in case conditions cause any hint of detonation.

As on a lot of the newer engines the torque turn method is used to tighten the mains. This is a more accurate way to torque a fastener.

This is a shot of the reluctor wheel. This can be ordered in a 24 or 58 window style depending on what ECU you plan on using.

How's this for a cool tool? This little gadget lifts the main caps out of there seat which are a press fit. If you have ever tried getting an LS motor's main caps off without it you know what a pain it can be. This tool is sold at EVI if your tired of doing it the hard way.

Here ring end gap is set. We're going to set the top ring at .022 and the second ring at .024

Once again every clearance is double checked to make sure the machinist did his job properly. Here the piston to bore clearance is checked.

Here the deck height is checked. We set it to "0". There is power to be had in a tight quench area. This also helps prevent detonation.

Here's a shot of the gimungus titanium valves. 2.220 Intake and 1.625 Exhaust.

This is a shot of the Jesel rockers that we used. Once again Stan is taking his experience from NASCAR and utilizing it in his street strip engines. These shaft mounted 1.8 ratio rockers are capable of RPMs over 10,000. (If the right camshaft and spring combination is used.)

Here's a shot of the intake runners that flow over 380 cfm. Stan says it was just a few years ago when you couldn't get a small block head to flow these kind of numbers at any price. Now a stock LS7 head is damn close and at pennies on the dollar to what a SB-2 head will cost.

Although it's hard to see in this pic, the LSX block has provisions for 6 head bolts per cylinder instead of the 4 bolts that are used in production blocks. We are going to use all 6 studs because our aftermarket heads allow for it. Remember, although you don't need the extra clamping force until you add more than 25 pounds of boost, it's just 1 more safety precaution that can't hurt. (In the future we plan on adding a little boost)

The CP pistons were designed by Rick Lieniger per Stan's specs. This is an exclusive design that you can get through EVI in any bore size or compression ratio. The design promotes the burn to the combustion area of the head and minimizes the quench area to reduce detonation. A must for a boosted engine or an engine with a lot of nitrous being added.