Current On3 hot side that I've removed from the car:

New Keizer wheels. 15 x 10 with 7-inch BS single bead lock rears. 15 x 3.5 with 1.75-inch BS 3-piece bolted fronts. I actually won the rear set on a FB raffle which blew my mind, so I ordered matching fronts.

VSR 50mm BOV & 60mm wastegate to replace the current stuff & support the Garrett 94mm turbo.

Holley bolt-together 4500 intake manifold. The IRD carb I ordered is a 4150, but features a 4500-pattern base plate. I wanted the 4500 style manifold for the extra plenum volume. I plan on shifting the new engine around 8,200 and using 30+ PSI of boost, and it'll just be what it will be on the current 5.3 in the car.

Holley carb hat. I went with this one because I like the profile and the smooth, gentle short-turn radius in the hat. Maybe it's better, maybe it isn't. It will get an o-ring style spacer welded to it as well so I don't have to worry about pushing a regular gasket out.

Terminator X to run the ignition & boost control.

Custom DRC camshaft, Comp Cams BSR shaft rockers, and PRW billet rocker stands that will all go on the new LC9-based build.

I'll be keeping an eye on this one. I'm currently redoing my s10 turbo setup. SBE 6.0, S480 blow thru. I'm using the msd 6014 for ignition but have been seriously considering making the switch to terminator x for timing control due to the extra features. Just haven't been able to pull the pin yet.

Can't wait to see some et's from the current setup. It's race season in your neck of the woods right?

It's always race season in Arizona LOL. Some good street action usually this time of year.

I'd get that MSD 6014 far, far away from you. Once you peg the built-in MAP sensor the box will default back to full ignition timing and there goes your engine. Lotta blown up boosted LS engines out there thanks to that box.

If the budget won't allow a Terminator X or Haltech VMS then the Daytona Sensors kit is a good affordable alternative that doesn't have the problems MSD does.

So this car is a little bit of a shit show, but I was expecting that when I bought it so I'm neither surprised nor disappointed. I removed the 4L80E & torque converter that came in the car to make way for the new Powerglide combo. At that point I was only two more bolts away from having the engine out. I figured since I was a told it was a Gen IV when I bought the car & it turned out to be a Gen III at least externally, I went ahead and yanked it out to see if maybe it had Gen IV rods/pistons in it.

Got the engine out & discovered whatever asshole got into this engine before me decided to use some Grade 5 all-thread to make a home-made rocker stud for one rocker arm for reasons as of yet unknown. Pretty comical, really. Also found some water in the oil, rusty rocker arms, & rusty pushrods. Looks like it's all due to condensation sitting in the engine for an extended period of time, though.

Turns out the engine is Gen III all the way through. Rings have been gapped. New King bearings. Someone also put lipstick on this pig with the addition of ARP rod bolts LOL. I'll see if I can get this "custom" rocker stud out of this 706 head so I can slap the thing back together & put it back in the car, then run it until it expires.

What lifters are those?

Dr. Bentit, I think.

John Bewley told me they're Morel lifters with a special link bar that's required for clearance in a Warhawk engine block.

Got the short block all sorted out. Turns out the cam is a mystery grind that I haven't been able to successfully identify quite yet, so out it came. Somebody previously rammed the T40 cam retainer plate screws home with an impact wrench from what I can tell, as heat wouldn't budge them and I ended up breaking multiple T40 sockets trying to remove them. I ended up using an air chisel to get the bolts out.

I installed my Dougherty Racing Cams custom grind so I'd have a known cam in the engine. Verified ring gap & re-torqued all the bottom end fasteners just to be sure since this engine has kinda been a shit show so far.

Decided to use the heads off my Gen-IV 4.8 since the 706's on this engine were kinda janky. I hadn't paid very close attention to the 4.8 before, and discovered it had (1) 243 & (1) 799 head on it LOL. This is an all-original low mileage take-out engine from a known vehicle, so I thought this was pretty funny. I've heard of this happening with 243's & 799's, but had yet to run into one myself until now.

BTR .685" dual valve spring kit installed on the 243/799 head combo. This turned out to be a super nice kit! Included spring locaters, custom valve stem seals, dual valve springs, titanium retainers, and steel valve locks. Easy to install using the Comp Cams on-head valve spring compressor tool, too.

Mocked up the Comp Cams BSR shaft rockers & PRW billet aluminum rocker stands, then measured for pushrod length. 7.328-inches put me at zero lash with this combination of parts. DRC recommended 0.030-inch preload with the particular valvetrain combo I have, so I'll order pushrods accordingly.

Had to see how the intake looked on the engine just because. I love it!