As for the King Kong LSX block, Dr. Jamie Meyer of GM Performance Parts commented. “We wanted a block that customers could really grow with. It’s for this reason that we wanted as much rebuildability and compatibility as possible, and the LSX Bowtie block offers across-the-board parts interchangeability…With the strength we have built into the LSX, it has the structural character needed to withstand many years of use and abuse.”
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| Bore size was increased from just under 4.00-inches to a maximum of 4.185. Cylinder surface was finish-honed with a Sunnen stone. The particulars will stay with Jeff. “Our hone process and the stone are something that we do not discuss. It is a process developed from years of experience.” | The LSX block includes four extra studs on the bottom side for increased clamping power, in this case to counter the high cylinder pressure anticipated with the nitrous oxide. Small forest of ARP “2000” studs hold it all tight. |
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| To accommodate the Lunati 4340 stroker crank and the meaty end of the GRP connecting rods, Stealy ground the bottom of the case for the needed clearance. The 6-bolt main bearing caps are made from 148 billet steel. | Finished block ready for assembly. Note stud bosses at bottom of head sealing surface. |
One of the design team’s bogies was a 4.250-inch maximum bore size and that’s one of the main reasons why the block was formed in iron rather than aluminum. This block has the standard 9.24-inch deck. The 9.700 block will be available this fall. The 9.700-inch deck height is almost ½-inch taller than a standard LS block, enabling crank throws of 4.500 inches (500+ cubic inches). Perhaps the most important thing to know is that the iron used to make this block is 15 percent stronger in tensile strength than that used in the standard cast-iron production block. Supplied with six studs per cylinder, the iron LSX is ready to withstand heinous cylinder pressure.