10. To finish off our valvetrain, we went with a set of COMP Ultra-Gold aluminum rocker arms (PN 19024-16, $460). These CNC-machined rockers are some the best COMP offers and won't fail when pushed hard. For pushrods, we ran COMP Hi-Techs (PN 7956, $135).
11. LS engines aren't what we call "pretty," but they can easily be made to look a lot better than stock. One way are these new valve covers from Holley (PN 241-91, $175). They retain the location of the coil packs but are a lot better looking than their stock cousins. They are also a touch taller than stock and will work with all ignition coils that have 72mm bolt spacing.
12. To hold the oil and facilitate a drama-free installation into a classic Camaro, we installed this 5.5-quart Holley Retro-Fit oil pan kit (PN 302-1, $400). The kit included the sump baffle, pick-up tube, sump plug, oil filter stud, and oil passage cover. For this pan we did have to go to our local GM dealership and buy an LS3 dipstick (PN 12634547) and tube (PN 12625031).
13. To run a carbureted intake we needed to go with a suitable intake gasket. In this case, what we found were these Fel-Pro pieces (PN 1312-3, $60 a pair). You can also see how we had to clearance the edges of the LS3 valley cover to clear the runners on the new aluminum intake manifold. The valley cover was secured using stainless six-point fasteners from our ARP accessory bolt kit (PN 534-9605, $370).
14. For maximum performance, we picked up this Edelbrock single-plane Super Victor LS intake manifold (PN 28097, $500). The carb-mount pad is 1.12-inches taller than their Victor Jr. and the port exits are increased a bit for more flow.
15. To top off our engine, we went with Holley's new Ultra HP carburetor (PN 0-80804HB, $785) since the 850-cfm size is perfect for our stroker. The carb features ultra-lightweight aluminum construction along with "bright dipped" billet metering blocks and 4150 base for more strength than cast pieces. The bowls feature internal baffling to limit fuel slosh when launching hard or cornering. As a bonus, it's easy to adjust the fuel level due to glass fuel level windows in the bowls.
16. When this engine finds its way into a Camaro it's going to need a throttle plate, so we decided to check out this hot-off-the-shelf offering from Lokar (PN TCB-4150, $150). They are known for turning out beautiful and functional billet widgets, and this was no exception. The first step was setting the 4150 aluminum throttle plate in place.
17. And here it is with the dual springs and cable mount attached. The Lokar piece also came with provisions for a transmission kick-down cable.
18. When building an LS engine from scratch, most people forget that they need to buy a set of coil packs. Until recently that meant going to the GM dealer to shell out around $100 per coil for stockers. Now, Granatelli Motor Sports is offering these direct replacement coils (PN 28-0513CP, $575), which are rated at 80,000 volts and have a lifetime warranty. We paired this up with a set of Granatelli's 8mm "near zero OHM resistance" plug wires (PN 28-181HTY) They flow about 25 percent more power than stockers and have 500-degree boots to help ensure survivability.
19. And with that our 416 carbureted stroker was done and ready for some quality time on the engine dyno.
20. After strapping the 416 to Westech Performance's Superflow 902 engine dyno, we filled the mill with 6 quarts of COMP's 10w-30 Muscle Car oil. This is perfect for cars without catalytic converters, as it's loaded with zinc and phosphorous.
21. Running a carburetor on your LS build does negate the need for an ECU and the myriad of wires that accompany it, but the coils still need something to tell them when to fire. Enter this MSD 6LS ignition controller (PN 6012, $320). This small unit came with a wiring harness, which plugs into the crank sensor, cam sensor, and the coil packs. It also allows for the optional use of a MAP sensor. It was easy to install and is programmable via a computer port so that timing, rev limiter, step retard, and idle timing can easily be adjusted.
22. After a few pulls we had the 416 mill dialed in with a best pull of 617 horsepower and 553 lb-ft of torque. At 3,500 rpm, the torque was just shy of 500 lb-ft with peak at 5,200. When the engine was making peak horsepower at 6,500 rpm, it was still pumping out 500 pounds of twist. That makes for a nice, flat, and fun torque curve.