Popular Posts ProCharged 7.3L Ford Godzilla Engine Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine 582 cid Big Block Chevy Engine Compound Turbo 5.9L Cummins-Swapped Ford F100 Single Turbo 444 cid 7.3L Powerstroke Engine Connect with us advertise with us

ProCharged 7.3L Ford Godzilla Engine

Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine

582 cid Big Block Chevy Engine

Compound Turbo 5.9L Cummins-Swapped Ford F100

Single Turbo 444 cid 7.3L Powerstroke Engine

Popular Posts ProCharged 7.3L Ford Godzilla Engine Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine 582 cid Big Block Chevy Engine Compound Turbo 5.9L Cummins-Swapped Ford F100 Single Turbo 444 cid 7.3L Powerstroke Engine Connect with us advertise with us

ProCharged 7.3L Ford Godzilla Engine

Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine

582 cid Big Block Chevy Engine

Compound Turbo 5.9L Cummins-Swapped Ford F100

Single Turbo 444 cid 7.3L Powerstroke Engine

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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

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Looking to add horsepower and displacement to his Corvette ZR-1, Phil Wasinger’s engine build started when he came across a used LT5 engine on Craigslist in 2014. See what went into this six-year project.

Engine of the Week is presented by

Due to its unique design and limited production for the 1990-1995 ZR-1 Corvettes, the naturally aspirated LT5 engine did not receive much love or attention from the performance aftermarket like it has shown to the other mass produced engines from Chevy, Chrysler and Ford. However, that hasn’t stopped Phil Wasinger from rebuilding his LT5 engine in his 1994 ZR-1 Corvette.

The main thing the LT5 engine had going for it is when Lotus Engineering (owned by GM at the time) designed the LT5, GM insisted they use the same cylinder bore spacing, block deck height and crankshaft main bearing bore diameter as the SB Chevy, even though otherwise it is a completely different engine design with no common parts between them, except for the crankshaft rear oil seal. From the factory the LT5 block is an open deck design with the lower block bored to receive 4.173˝ OD stepped aluminum liners.

Wasinger’s engine rebuild started in 2014 when he came across a used LT5 engine for sale on Craigslist.

“I purchased my 1994 Corvette ZR-1 in 2007 and in the meantime had upgraded the engine with the usual bolt-on mods available for these unique engines,” Wasinger says. “This included long tube headers, performance cat back exhaust, ported intake, performance tune chip. For a 350 cid, the mostly stock engine ran quite well putting out around 485 hp and easily turning to 7,200 rpm. However, I really wanted to see what the DOHC LT5 engine design could do with an increase in displacement, worked over cylinder heads and custom performance cams. Thus began my epic six-year 427 cid LT5 journey.” 

Phil isn’t your average DIYer when it comes to engine building. He spent a major part of his professional life working for large German diesel engine manufacturers MTU Friedrichshafen and MAN Augsburg heading up their U.S. operations. The U.S. Navy, U.S. Coast Guard and U.S. flag commercial shipping companies were among his principal customers.

However, unlike the work his did during his career, this LT5 build was a personal hobby project that was mostly done in Phil’s home garage. Machine work and balancing were performed by a local engine machine shop near his hometown of Fairfax, VA in Northern Virginia. To kick things off, Phil knew he wanted more horsepower and more displacement.

“The goal was a smooth and reliable 650 hp for street and cruising,” Wasinger says. “Because of the LT5’s unique design, the stroker crankshaft had to be machined starting with a billet blank. The crankshaft has extensive internal drillings that act as the sole oil distribution channel to the main and connecting rod bearings. Fortunately, I was able to acquire an unused billet steel 4.00˝ crankshaft from a gentleman in Texas who had originally purchased it for an LT5 build that failed to materialize.

“In order to reach the target 427 cid with a 4.000˝ stroke crankshaft, the cylinder bores had to be increased from the original 3.900˝ to 4.125˝, which required the block cylinder receiver bores to be enlarged. For this, I turned to LT5 engine specialist Pete Polatsidis of Chicago, who has developed a closed deck ductile iron liner conversion in conjunction with Darton Sleeves for the LT5 engine.”

The LT5 block is designed to use a 99mm aluminum liner and pistons produced by Mahle. The liner inner surface is Nikasil plated, which provides a very durable wear surface. The configuration is an open deck design with the lower part of the liners slip fitting into receiver bores machined into the base of the block.

To achieve the 4.125˝ bore that Phil wanted, it was necessary to switch to a closed deck design using a specially modified ductile iron liner originally produced by Darton Sleeves and modified by Pete Polatsidis.

“With this closed deck liner the cylinder bore could be safely increased to 4.125˝ with the added benefit of being much more stable in the block,” he says.

With the crankshaft and the engine displacement figured out, Phil turned his sights to other internal components such as the 6˝ billet steel connecting rods that weigh 605 grams each, and are paired with custom Diamond forged aluminum pistons with skirt coating and offset pins.

“The pistons are 12:1 compression and the offset pins and skirt coating were specified to reduced cold start piston noise,” Wasinger says. “I also used Total Seal piston rings – a 1.5mm ductile barrel faced moly top ring, 1.5 mm ductile taper face twisted second ring, and a 3mm oil control ring.”

The LT5 build also received Calico-coated bearings – OEMs on the mains and 2.1˝ coated Clevite 77 bearings on the rods. Both rod and main bearings were installed with 0.0025˝ journal clearance.

Moving to the cylinder heads and the valvetrain for the build, Phil noted that the LT5 four-valve cylinder head combustion chamber design is very resistant to detonation allowing higher compression ratios to be used while running pump gas. To maximize his set up, the cylinder heads were fully ported and flow tested. The intake ports were opened up to 37mm and intake bowls were also enlarged.

“The original 39mm intake valves were replaced by 42mm stainless steel valves from Ferrea with 8mm stems,” he says. “Intake valve seats were also enlarged to take full advantage of the larger intake valves, and I also used Ferrea springs and retainers.”

To make the valvetrain operate properly, Wasinger chose custom, billet steel camshafts from Jones Cam Design. Aside from the work he did himself, Phil says the rotating assembly balancing and custom cylinder head valve work was done locally by Lloyd Lovelace of Custom Automotive Machine in Lorton, VA. And the final in the car dyno tuning was performed by Haibeck Automotive Technology in Addison, IL.

Once the LT5 was fully assembled and tuned, Wasinger says he got the 650 horsepower he was hoping for. Now this 1994 ZR-1 Corvette is back cruising the streets.

Engine of the Week is sponsored by PennGrade Motor Oil, Elring – Das Original and Scat Crankshafts. If you have an engine you’d like to highlight in this series, please email Engine Builder Editor, Greg Jones at [email protected]

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