Todd Boudreaux: Teaching a New Dog New Tricks

When it comes to engines, racers, enthusiasts, and gearheads in general know that, all other things being equal, there is no substitute for cubic inches. That is why "big blocks" from all the "Big 3" manufacturers have been so popular for so long. However, one of the drawbacks to all that power is the excessive weight that is inherent to the big block (exotics like the ZL-1 and aftermarket aluminum blocks from Rodeck or Donovan notwithstanding). Well, how would you like to eat your cake and have it too?

Today's modern small blocks with EFI, infinitely "tunable" computer engine management systems, and advanced camshaft and cylinder head designs offer the potential for power levels that only 10 years ago were nearly unheard of except in the most specialized, high dollar arenas that were pretty much restricted to "race-only" applications. That's all changed now, and we're about to take a look at a modified version one of the most accessible small-blocks around, the all-aluminum, third generation of the GM small block: the LS-1 (5.7 liters) and LS-2 (6.0 liters) series.

My very good friend, Todd Boudreaux, and I worked together building LS-1's for customers a few years back, and he has tons of experience, having built hundreds of LS-1's in everything from stock to twin-turbo applications. His motors have competed in the grueling "Baja 1000" off-road race and finished without a whimper. In his latest creation, Todd has used a stroker crank to make a 402 CID (6.6 liters) MONSTER that makes 650 HP with NO blower, turbo, or nitrous. That's right...650 NA/Normally Aspirated horsepower in a lightweight (400 lbs., give or take) package based on the new for 2005 LS-2 (a revised version of its hugely successful progenitor GenIII LS-1) which, as the standard engine in the new C6 Corvette, GTO, and Holden HSV series, makes 400 HP and just over 400 lbs./ft. of torque in stock trim.

Along with the stroker crank, other features in this fully blueprinted, hand assembled, dyno tested, RFI (Ready for Installation) engine package include:

• all aluminum block, 6 bolt cross-bolted maincaps
• all new from Airflow Research (AFR) "Mongoose" aluminum cylinder heads, fitted with 2.08" intake/1.60" exhaust valves, custom 5-angle valve seats, roller rockers, 225cc intake port, ARP studs
• custom pistons, 12.5:1 compression - race fuel (110 PON octane) required
• custom stainless rods w/ ARP bolts
• proprietary camshaft, custom ground by Competition Cams with matched springs
• 90mm throttle body and FAST LSX lightweight composite intake manifold
• 85lb./hr. fuel injectors and adjustable fuel pressure regulator
• custom-tuned-length 1.75"-1.875" diameter stepped-primary racing headers
• GM/Delphi marine-grade MEFI-IV ECU, custom burned, w/ 5 wire "plug-and-play" universal harness using tried and true, race-proven GM "Weather-pack" connectors
• crank-triggered, individual coil-near-plug ignition

Considering what you get, the $10,000+(USD) price tag is a bargain. If this sounds good to you and you're SERIOUSLY interested in something like this, email us at our email addy on the right (where else?), and we'll be happy to forward it to him.

**I'll translate for the layman: My friend Todd builds a really powerful engine that will make whatever you have very fast.**