Trick Flow saw the potential of these 4.8-liter and 5.3-liter engines and decided to churn out a set of heads perfect for their smaller displacements. Their GenX 205cc street CNC-ported heads (PN TFS-3051B001-C00) feature refined combustion chambers to work with smaller bore-diameters. They also modified the chambers to unshroud the valves and increase airflow and swirl. They feature fully CNC-machined and bowl-blended chambers along with CNC-ported runners for max airflow. Components include lightweight stainless-steel 2.000-inch intake and 1.575-inch exhaust valves, high-lift springs, chromoly retainers, ductile-iron valve seats, and special Trick-Alloy powdered-metal valve guides. Out of the box, they have 58cc combustion chambers, 205cc intake runner volume, and 80cc exhaust runner volume.

Using a 3.796-inch sleeve, we slid the assembled pistons and rods into their holes. We whipped out our trusty compression ratio calculator, punched in the data, and came up with an effective ratio of about 11.5:1. The key to hitting this number was moving from the 5.3-liter to the 4.8-liter flat-top pistons. On 91-octane swill, with proper tuning by Turn Key, there was zero detonation.

To get a little bit more compression, we opted to run the flat-top 4.8-liter pistons rather than the dished 5.3-liter slugs. The GM stuff uses a pressed fit rather than a floating pin, so Turn Key heated up the rods and mated the pistons to the 5.3-liter rods. Also, unlike some of the earlier 5.3-liter versions, these GM 4.8-liter pistons have a moly coating on the skirts as an added "freebie" bonus.

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The key player in our build is this Gen III 5.3-liter cross-bolted aluminum block, also referred to as an LM4 (PN 12566910 or 12571048). Originally designed for '04 Chevy SSR, Trailblazer EXT, GMC Envoy XL, and Buick Rainier models (if you're roaming junkyards), it shares almost all the attributes of its larger-displacement cousins. Theoretically, due to the liner thickness, we could have bored it out to a 5.7-liter, but if we wanted that, we would have just picked up an LS1 block. Besides, the 327-inch displacement has a bit of nostalgia. The only machine work done was a light cleanup hone to the cylinders. If you want to learn all about LS and Vortec engine variants, check out this comprehensive report onLS,LSX, and Vortec engines.

Before installing the oil pan, we put the F-body pickup and windage tray in place and dabbed a little RTV sealant at the four corners of the oil pan to ensure a leak-free seal.

The factory bolts in the rods were rated up to 450 hp, but because that was our target output, we decided to upgrade to a set of ARP fasteners (PN 134-6006) and torqued them to spec.

This Fluidampr (PN 620131) dampener is part of the Concept One drive system kit we will eventually be installing on the engine. Rather than running a less-expensive stocker, we decided to save some effort and just put it on now. It's held in place by a reusable ARP bolt (PN 234-2503).

More ARP stainless fasteners were used to secure the 5.3-liter-specific valley cover in place. The holes in the center are for the factory knock sensors. The older MEFI ECU we were going to use doesn't have knock-sensor provisions but we hope to upgrade it at a later date.

Once the tuning magic was worked on the 5.3-liter, we were rewarded with a best pull of 491 horsepower at 6,100 rpm and 445 lb-ft of twist at 5,000 rpm. These numbers were correct to our usual SAP standards, and on dyno day the correction factor was 1.046. Even better than the peak numbers was how flat the torque curve was for an engine of such modest displacement, making 385 lb-ft of torque down at 2,900 rpm—certainly enough grunt for your average street-driven hot rod. In terms of cost, you could save money by going with GM fasteners instead of ARP, and perhaps factory rockers. Saving money on the heads will drop the power output, but our guess is that it would still make over 400 with some massaged LS1/LS2 GM heads. An iron 5.3-liter block would save you more cash at the expense of weight.

To dress-up the engine a bit we picked up ARP's oil pan bolt kit (PN 434-6901). In the side of the oil pan is a hole for an oil level sender used in factory applications. Turn Key makes this sweet plug, but they also make one with a ⅛-inch pipe hole, ideal for an oil temperature sender.

Nothing fancy here, just good old reliable GM head gaskets from Summit (PN 12498544). The Trick Flow heads were set in place and then secured with a set of ARP head studs (PN 234-4110). We like the ARP units, since they are reusable in addition to being stronger. You could save a few bucks by going with the factory bolts, but remember to always get new ones since they are torque-to-yield and should only be used once. Also, keep in mind that the holes are blind, so it's crucial to make sure they are clean and void of any liquid or debris.

When it comes to intakes, there are many options to go with, from dirt-cheap truck intakes to aftermarket versions from companies like FAST. A great "bang-for-the-buck" option is this LS2 intake. These can be bought brand-new at a reasonable price and are prolific on the used market. We paired the intake with one of Turn Key's 90mm throttle bodies. One clever thing that Turn Key does is to drill a hole and mount the inlet air temp (IAT) sender in the intake just behind the throttle body.

This engine was originally built for our Track Rat 1968 Chevy Camaro project, which was going to be LS-powered, but we wanted to try something a bit different. Instead of building the biggest, baddest LS engine possible, the idea became to scale things down a bit and see what we could do with a bit less displacement. We've always felt that the 5.3-liter version of the General's Vortec series had been somewhat overlooked. The downside was the iron block added unwanted weight to the front of the car, which doesn't help handling. One afternoon we were over at Turn Key Engine Supply and noticed that they had some 5.3-liter blocks on hand. What really got our gears turning was that these were aluminum versions. The idea gelled to build a 5.3-liter all-aluminum engine that would use mostly GM parts to keep the costs down. To get the power up a bit we would drop in a few aftermarket widgets, but overall our goal would be to get good power at a reasonable cost. Also, though our mill featured an aluminum block, all of the tech translates to the even more frugal, and heavier, iron-block version. In the end, our Camaro project took over a decade to get done, and by then was powered by a fancy 440-inch RHS LS, but this 5.3-liter is still a great build, and perfect for those looking to go fast without going broke.

Born and raised in Southern California I started as the technical editor for Popular Hot Rodding (PHR) magazine where I learned the business before moving over to work with Nick Licata, at Camaro Performers, as his tech editor. At PHR I built a 1968 Camaro called Bad Penny that was one of the earlier pro-touring cars that actually ran the track hard. We won the first Optima Ultimate Street Car Invitational in 2008 and placed well several other years. At Camaro Performers we started several project cars and did a ton of tech. Eventually I was made editor of Vette magazine for a short time before being slotted to run Super Chevy magazine. Running the brands was fun, but I've always enjoyed being a technical writer more. So after more than 15 years I'm back to writing tech content, this time for the HOT ROD network. I enjoy being with my family, shooting, and working on my latest car, a 1969 Camaro called Tri Tip.

When it came to the camshaft selection, we wanted something that would up the output but not kill the street manners of the 5.3-liter engine. What we settled on was this Trick Flow Track Max camshaft (PN TFS-30602002). With a duration of 220/224 and lift of 0.575-inch, this 112-degree-LSA hydraulic roller cam should give us the best of both worlds.

When does "just a little bit more" become too much of a good thing? The answer is that it occurs a lot sooner than most hot-rodders think. We're not sure when it happened, but at some point an engine didn't start becoming impressive until it was churning out 600, 700, or even 800 hp. In the never-ending quest to keep up with the Joneses, guys started one-upping each other in terms of both displacement and power. Blowers begat turbos, which then gave way to twin turbos. It became a "more, more, more" race to see who the next king of the hill could be. The only problem is, that hill was made of cash. Ironically, in the world of street machines and Pro Touring cars, an 800-horsepower twin-turbo engine is nearly useless unless you're really good at throttle manipulation. Ever have a pair of turbos go into boost during the apex of a curve? Let's just say it's an easy way to transform a 70-degree turn into a 360-degree spin-fest. Straight-line performance is tough as well, since even massive 315 tires end up being spun into molten slag by a sudden overabundance of power.

To keep things simple, we decided to run 36-lb LS2 injectors and fuel rail with the LS2 intake. To make plumbing easier, Turn Key modifies the fuel rail with an AN fitting in place of the factory connector.

Turned out that the perfect length for the pushrods ended up being 7.500 inches. These hardened chromoly Trick Flow sticks (PN TFS-21407500) won't bend under the strain of hard use.

And although we dig a car with copious amounts of power as much as the next guy, the reality is that you don't need that much power to have fun and be fast. Besides, a more moderately powered engine means you'll have more cash to spend on other areas of your car, like better brakes (which also make you faster—go figure).

The cast 5.3-liter crankshafts have the same stroke as their 5.7-liter cousins. They are inexpensive, plentiful, and perfect for a build like this. Ours came equipped with a 24x reluctor wheel that works with the basic MEFI ECU we are going to use. If you're using a more modern ECU, the reluctor is easy to swap out.

Owen Wilson doesn't have a single good line in the dismal "Drillbit Taylor." So how is it that almost everything he does is funny? As a homeless, hapless former Army Ranger (at least that's what he claims) who takes on the job of protecting three nerdy high school kids from a tireless bully, Wilson puts every pause in just the right place. He sends his lines -- even the stupidest ones -- floating out to us, instead of hurling them like a shot put. He tells the kids he was discharged for "unauthorized heroism" -- not funny at all, right? Yet I laughed. He describes a plot in which Rommel attached dynamite to puppies during World War I (yes, he has the wrong war): It was called, he explains with unshakeable authority, "Da hounden stormen."

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We went with a factory GM oil pump, but we upgraded to a stronger Progear timing chain (PN PG4158). Since this engine uses a 24x reluctor wheel, just the chain and lower sprocket were used, along with a GM upper sprocket since the MEFI unit we have doesn't need cam timing.

Wilson gets by on his delivery and his demeanor. It doesn't matter what he says; it's how he says it -- which is a good thing when you're an actor stuck with writing like this. "Drillbit Taylor" was written by Kristofor Brown and Seth Rogen; Judd Apatow is one of the producers. But the success, and the pleasures, of "The 40-Year-Old Virgin," "Knocked Up" and "Superbad" notwithstanding, the names Apatow and Rogen shouldn't be treated as a seal of quality. Or even of tolerability: "Drillbit Taylor" is tired and misshapen; it feels not spontaneous but thrown together, a careless afterthought. (The director is Steven Brill, whose credits include the Adam Sandler comedies "Mr. Deeds" and "Little Nicky.") It's not the actors' fault the movie fails: The young performers playing the beleaguered high schoolers -- Nate Hartley, Troy Gentile and David Dorfman -- are, for the most part, appealing enough. They just seem lost in the picture, unsure of where to go or what to do. They're best in their scenes with Wilson, who frees them from their awkwardness. His unselfconsciousness rubs off on everyone around him -- except, unfortunately, the director.

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For our purposes there's nothing wrong with the very reliable GM hydraulic rollers. The GM lifter guides keep the lifters in the proper perpendicular orientation and make cam swaps a snap.

To get an idea of how our final engine will look, we went ahead and bolted on the Tough Stuff water pump (also a part of the Concept One pulley system) and the Dynatech MuscleMAXX 1⅞-inch long-tube headers PN (115-911400), which are for a first-gen Camaro. To further up the aesthetics, we added a set of GM Performance Parts cast valve covers (PN 25534399) which go a long way to making the somewhat homely LS engine much better.

With an electric water pump in place to make plumbing on the dyno a bit easier, we were finally ready to make our first pulls on the aluminum 5.3-liter mill. The dyno is a Superflow 901, and we ran 91-octane pump gas with the same Dynatech headers mentioned earlier.

It's amazing that Wilson carries "Drillbit Taylor" even as ably as he does. Luckily, he has several scenes with another terrific comic actor, Leslie Mann. Drillbit has insinuated himself into the kids' high school, posing as a substitute teacher. In the teachers lounge, where he gives the appearance of fitting in just by carrying around a coffee cup, he meets and instantly falls for Lisa (Mann), an English teacher. The two hunker down on the faculty couch and make immediate plans for an assignation. Mann's eyes have a crazy sparkle (is she genuinely funny, or just possessed by the devil?), and her obsessive gleam is perfectly suited to Wilson's preternatural grooviness. Wilson delivers every line as if he were lazing around in a garden hammock. But there's nothing lazy about him at all. He's the hardest-working man in "Drillbit Taylor," maybe the only one who's doing any work at all. Whatever they're paying him, it isn't nearly enough.

One area where we did splurge a bit was our rockers. We could have run the very capable GM rockers, but we've really been itching to try these pedestal-mount roller rockers from Harland Sharp (PN SLS17). Their 1.7 ratio was a perfect match to our Trick Flow heads, but they are also offered in a 1.8 ratio. The 1.8s would have yielded us a bit more power, but we would have been pushing the capabilities of our springs. In the end we decided longevity was more important than a slightly higher dyno number. Another advantage to these slick orange beauties is that they are designed to clear stock-height valve covers.

To clear the aftermarket subframe, we needed the right oil pan. The aftermarket is full of great options, but we decided to run an F-body style GM LS oil pan. To help control oil better during hard cornering, we ditched the factory baffle and dropped in this trapdoor-style unit from Improved Racing (PN FB-TD-Baffl). Improved Racing makes bolt-in trapdoor baffle systems for many popular GM factory oil pans.

Wilson is so gifted that perhaps no one thinks it's necessary to build a movie for him -- his job, apparently, is to carry everyone else. That's an unrealistic expectation for any comic actor. I may not be the biggest fan of Wes Anderson's "The Darjeeling Limited," but at least Anderson wrote a decent character for Wilson to play. And in pictures like "Wedding Crashers" and his twin movies with Jackie Chan, "Shanghai Noon" and "Shanghai Knights," Wilson's gifts were allowed to flower and flourish instead of merely being harnessed, as if he were a pack mule.

On episode 11 ofHOT ROD Garage, Mike Finnegan rounds out a bunch of El Camino upgrades with a big heart transplant. Gone is our old 383ci small-block and in its place is a Chevrolet Performance LS376/525 all-aluminum, fuel-injected crate engine that is probably underrated at 525 hp and 475 lb-ft of torque. Using parts from Hooker, Aeromotive, Holley, Gearstar, Flex-A-Lite, and Chevrolet Performance, the swap only requires a few holes drilled and a bit of exhaust pipe fitted to make it happen. In the end, our 1969 El Camino lost some weight and reset the track record on our autocross course. Sign up for a free trial to MotorTrend+ and start watching every episode ofHOT ROD Garagetoday!

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