During the long time the SST was in QC hold, Tom (Nelson) and I had bounced a bunch of ideas back and forth so the decision was made to NOT go with a Twin Turbo 376 based on the LS3 block, but to upgrade for a max effort LSX based engine "just in case". The bottom end is referred to as a Pro Mod build since it can handle well over 2,000 hp.
At this time we grabbed a few blocks. All of the goodies were done to the block - align bored, trued, decked, cylinders bored out and the block o-ringed for stainless steel wire, blueprinted stroker clearance, rod bearing clearance,main bearing clearance, piston to wall, piston to pin, ring gaps, deck heights, rod side clearance, cam bearing holes dimensions for proper crush in their respective housings, piston to valve, piston to counterweight, piston to crank trigger etc.etc.etc.. We decided on an optimal high boost capacity bore/stroke relationship and then ordered a top-of-the-line Callies UltraBillet crank, Oliver billet rods and special JE Blower pistons with oversize tool steel pins.
Edit: Updated with clearer pics and explanations on what goes into this type of engine buildup. [References are courtesy of NRE]
Here is the block getting set up to deck. The block is registered off the main saddles to cut the decks so they are straight with the main saddle. This ensures that all the deck heights are the same side to side and front to back. The final cut is a special surface finish that works really well with the head gaskets used.
The Oliver Billet Oliver connecting rods are used here. These rods are indestructible and they are ordered in the heavy weight version for this engine - strength over the weight. This rod has run over 2500 hp with no problems in an LSX. Notice the bearing shells - these bearings have a very thin overlay of material which provides more fatigue resistance and prevents the bearing from flaking under big power. It has less imbedibility so it will not handle much dirt in the oil but this type of engine has the oil changed regularly.
On this engine buildup notice that for both the lower ring land and the top ring there is a pressure relief groove in the piston to help keep excess pressure from unloading the top ring. Notice the top ring is a special ring weave found that is extremely flat. It is 3 to 4 times flatter than most standard rings. This helps ring seal and it will also hold up better under boosted heat. Normal plasma moly rings will not do the job in a boosted application. The moly will end up flaking off under the heat and you will lose ring seal.
This is a close up of the tempered stainless wire put in the o-ring groove cut in the block. It works fantastic and does not lose its positive seal once you torque it. Harder to install but well worth it. Also, the head gaskets themselves have a special aircraft coating added to them which unfortunately cost $100/cylinder head, but this combination ensures no blown head gaskets under high boost.