Internet add - individual priced. Fully Forged GM Gen III or IV LS Series Short Block. Pictures are representations of some of engines we have built. Price includes a used structurally verified and Clean Iron 4.8/ 5.3 block ( approximately 326 - 383 CID depending on parts selection). Other blocks and components are available and listed below. This is not everything we offer. We can do Just about anything you want to do.




Parts List

•5.3 Iron Block (Seasoned Core)




•Durabond Cam Bearings




•ARP Pro Series 8740 Material Head Stud Kit




•ARP Pro Series 8740 Material Main Stud Kit




•K1 Technologies 6.125" Forged Connecting Rods With ARP2000 Bolts or Callies Compstar Connecting Rods




•K1 Technologies 3.622" or 4.000" Stroke Crank with 24 or 58X Reluctor




•Wiseco (2618 Material ) Forged Pistons and Tool Steel Wrist Pins with A Ductile Iron Nitrided Steel Top and Napier Second Ring Pack.




•New King XP Series Tri Metal Main and Rod Bearings




BTR shelf or custom Camshaft, LS7 Lifters And Trays




•Elite Adjustable Timing Set







Machine and Assembly Labor Plus Extras




•Block and Crack Checking on all new and used Cores




•Block Pre Machine Cleaning Deburring




•Prime and Painting with VHT Engine Enamel, Red, Black or Orange (Other colors Available at Cost of Paint)




•Align Hone the main housing bores




•Cylinder Boring (If Necessary)




•Torque Plate Cylinder Hone with Plateau Finish




•Block Decking and Quench Distance Setting




•piston and Rod Pin Fitting and Big End Sizing (If Necessary)




•Crankshaft Blueprinting (Checking For Straightness and Correcting if Necessary)




•Crank Balancing (heavy metal not included)




•Block and Component Final Cleaning And Final Deburring




•BluePrinting of Block and Components




•Block Plug Kit Installation




•Final Assembly.










Price Includes all associated Labor with block and hard parts purchased through The Race Engine Shop. Customers are welcome to send their own parts but additional charges MAY BE assessed on a cast by case basis. The following includes but are not limited to examples of customer provided parts extra charges. Pin Fitting, Rod Resizing, Crankshaft checking, Crankshaft Balancing, or any correction to components deemed necessary by the Race Engine Shop for a suitable engine.




Contrary to popular belief, all shops ultimately charge for blueprinting. Some will lower their price by eliminating steps (such as blueprinting) as it saves time. Time is money! One of the most common steps eliminated is blueprinting itself. A vast majority of blueprinting is to verify tolerances of components that the engine builder does not produce. We would rather keep you out and running then having problems because we wanted to save a bit of time and pocket a few extra bucks. “We are not interested in selling a steak and delivering a hamburger if that makes sense”




Some things to pay attention to and components to NOT get caught with when shopping for a high performance engine.

• Bearing Type don’t get caught with a bearing that’s made aftermarket manufacturer such as King, Clevite, Ect. but it’s only a Passenger (P Series) Bearing. P Series Bearings are not designed to take the high loads of a high performance engine. The High Performance (H Series) Bearing is.
• Wrist Pin and Piston Rings Don’t get caught with standard wrist pins which most of the manufacturers only rate to 700HP (that’s flywheel HP). In addition, don’t get caught with piston rings on nice pistons.
• Inferior Fasteners for critical components (Especially In Connecting Rods) Don’t get caught inferior 8740 material rod bolts in your high powered engine. I’m not saying 8740 Material is bad. It has its place in a high performance engine. I’m saying there’s better material available (at a slightly higher cost and The rod bolt is the most stressed fastener in the engine, it shouldn’t be overlooked. Most of the aftermarket rod manufacturers don’t even offer 8740 material rod bolts in their Connecting Rods for these engines and there’s a reason for it.
• Warranty Pay Attention to what warranty means. No high performance engine builder offers a warranty on their engine perse! I don’t care what they write or say. What a lot of builders do, (myself included) is stand behind our work. What that generally means is if there’s a problem that we caused, we stand behind it. More importantly as a builder I’m not completely unreasonable either. I’m a human being and I understand things happen. I don’t mind working with people what I mean is customers deserve good honest and fair treatment. Weather you spend $100 or or $100K

•Estimated Completion Time

approximately 30 days depending on any additional parts selected and their availability.







•How Much Power Will The Engine Support




that’s largely dependent on the engine management calibration and parts selection and induction type among most things. On an engine like the one above; it should be able to support 1200 HP. Yes I understand there are people out there with bone stock bottom end 5.3L engines making astronomical Power. All it tells me is that they have got away with it to this point. Those are ticking time bombs and most of the people who do that kind of stuff usually understand that. Building a high performance engine isn’t about getting away with Something. Rest assured when you make big power, the BS is coming. Get your self an engine that will take the BS head on.







The Total For The Above Engine as Listed is $6,027 plus shipping. I like to use fastenal’s 3PL Program for shipping. The cost of materials and time for me to build a crate is $140 (not included in price)













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All the following prices are for parts upgrades and would be added to the total for the above engine <—— pay attention to this. Seriously!







Oil Pump Camshaft and Accessories







Melling oil Pump part number 10296 +156


Pushrods +110


Engine Block Options




(Used Cores Available for most blocks at a significantly reduced price market value dictated)




New Iron 4.8/5.3 Block +300




New Iron 6.0 Block (Gen 4) +1,126




(Gen 3 Available reconditioned Core only) +600







Aluminum 5.3 Block used Core only +200




New Aluminum L92 / LS3 Block +1695




New Aluminum 6.0 LS2 Block +1,264




New Aluminum LS7 +3,177




New Rotocast Aluminum LS9 Block +3,835




New GMPP LSx Standard Deck Block +2,730




*New Dart SHP Pro Iron Block. +2,407 (requires different head Stud Kit) and requires Block parts kit. (Pro Block Not Available yet but Standard SHP is Available now)




Adjustable Timing set with heavy duty chain +130







Piston & Ring Options




Custom High Boost or Nitrous Piston Kit includes proprietary sized AP Stainless Ring Pack specifically for those running high boost or high amounts of nitrous. +700







Crankshaft Options




Callies Ultra Billet 4330VM Timken Steel Crankshaft Center Counter Weight Crankshaft (Includes Center Counter Weight Block Clearance) with engine Build) Stoke 3.500” and under +2,068




Callies Ultra Billet 4330VM Timken Steel Crankshaft Center Counter Weight Crankshaft (Includes Center Counter Weight Block Clearance) with engine Build) Stroke Over 3.500” +3,131




Callies Dragon Slayer Crankshaft +934 3.625” - 4.125” Stroke in incremental stroke sizes.




Dart 4340 Billet Center Counter Weight Crankshaft 4.000” or 3.600” Stroke (Includes Center Counter Weight Block Clearance) with engine Build) Available in long snout for factory dry sump application. +532




Callies Compstar Crankshaft 3.625” or 3.622” Stroke +203







Connecting Rods




Callies Compstar H-Beam Rods with ARP 2,000 Bolts +360




Callies Ultra H Beam Rods +600




Callies Ultra Billet I Beam Rods 4330VM Timken Steel +1,169




Wiseco Boostline Rods +619







Fastener Options




Callies MP 3.5 Rod Bolt Upgrade (Callies answer to CA 625+ Material Rod Bolts) really good stuff. Needs to be ordered prior to ordering Rods. +440




ARP CA625+ Head Stud Kit (Non 6 Bolt Heads) +455




ARP CA625+ Head Stud Kit (Non 6 Bolt Heads 1997 -2003 multi Length) +551




ARP CA625+ Head Stud Kit for 6 Bolt Heads +601




ARP CA625+ Main Stud Kit. +411




Dart SHP Block pre Pro Series SHP Block Main Studs (Only 8740 Material Available) +136




ARP2000 Head Stud Kit For (2004 and Newer + $154

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Here’s a LSx Based 427 CID Engine I built for Greg’s Magnacharged C6 Z06. It also has some Spray just because. It made over 1,000 Wheel HP. The Car was Built and Tuned by Corvette Forum Supporting Vendor BlownBlueZ06@RKTPerformance

Lots of options available.

thanks Mitch!

(2) LS2 aluminum blocks

(2.) Gen 3 4.8 / 5.3 Iron Blocks

(1) Gen 3 6.0L Iron Block

(1) Gen 3 6.0L Iron Block will be .030 over.

(1) Gen 4 4.8/5.3 Iron Block

(1) Gen 4 4.8 / 5.3 Aluminum Block

(1.) LS3 Block.

(1) Gen 4 4.8 / 5.3 Darton dry Sleeved Aluminum Block 4.125” Bore this one is $1,100 for the block.


If you act now I will give you 15% off the listed price for any of the block core prices.

thanks Robert! We can get you squared away when you’re ready!

I didn’t get any messages buddy!

heres the thing. Piston design is going to play a role here but for all practicle purposes we are able to put the piston where we want it. To keep the parts stack in the same location relative to the deck going from a 3.622” Stroke to a 3.600” stroke would require a rod that is .011” longer or a piston with .011” more Compression Height. Changing the piston diameter, compression height or in most cases, the piston volume of a shelf piston usually isn’t a ton more in piston price. Where it gets heavy in price is when you start making ring groove changes and things like that.

The thing about building these engines is that no matter how we look at it, the BS is coming. So instead of making the main focus on building an engine and seeing what we can get away with, it’s usuallt more cost effective in the long run to build something that has the best chance of taking the BS head on. Though I will agree that the tune up of an engine plays a heavy part in the survival of an engine, it’s not everything. One of the things we like to do to help take the BS, especially on these boosted engines is pay attention to our piston rings. This is more than say just throwing an AP Stainless or Tool Steel ring in the bore and letting the combo eat. We put some serious time and effort into dialing in these ring packages. (We aren’t the only ones to do it but one of the few who actively pay attention to it) As far as the turbo size goes, in my opinion it’s usually cheaper to buy different turbos than an engine so if you want a larger engine even if the turbos are initially too small, it does make sense to me to build the engine you want and upgrade the turbos later. Just my opinion. Also certain cooling mods that can be done to help. (Another thing we aren’t the only ones to do but one of the few who actively do it)

one of the other things we are actively working on is oiling system modification. (To my knowledge we are the only ones doing this on this platform). Wish I could give more details but right now I can’t. Maybe some day I will.