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Here is part 2 of the blown LS7 teardown. This is the bottom end..

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This is our plan for going back together..

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We have the used L9H engine. It is apart. And here we are changing the worn camshaft bearings..

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To keep the dry sump oiling system we are swapping in the forged LS3 long snout crankshaft used in manual transmission Grand Sport C6 Corvettes. We sourced a new crank from Pace Performance and here we are transplanting the crankshaft with all the pistons and connecting rods still in the engine. We also change all the rod and main bearings in this video..

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Out of an abundance of caution we have decided to change the rod bolts to ARP hardware and measure the main bolts from this engine and also the blown up LS7 and use the shortest bolts in both sets..

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The heads are back. They have new valve guides and have had 0.030" milled off to raise compression from 10.5:1 to 10.8:1. Here we are installing the TSP PAC .660 dual valve springs with titanium retainers. These springs have an open pressure of 415lb @ .660 lift..

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With the heads shaved down so much we have to be careful about checking our piston to valve(PTV) clearance. We sourced and were hoping to use a TSP LS3 N/A Bald Eagles camshaft. This camshaft has .600/.600 lift and it failed the PTV check. The intake valve touches the piston..

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We also tried an Elgin Sloppy Stage 2(SS2) camshaft with .585/.585 lift and had the same failure. The intake valve touches a piston. We are waiting for our third selection of a camshaft and so for now we are killing time installing a trunnion upgrade kit..

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Our third try for a camshaft is a stage 3 LS7 camshaft from Cam Motion. This camshaft offers 232/246 duration and with the 1.7 ratio rockers provides .595/.578 lift. Here is a successful PTV test..