The block itself is reworked by first decking the top surfaces. The purpose of this machining operation is to get the decks (the surfaces that the cylinder heads sit on) square with the centerline of the crankshaft. Once that surface can be depended on, the cylinders were bored .030-over, then honed for final preparation. The honing process is so critical to the engine's performance that Coy Miller does each block personally. Thick plates to simulate cylinder heads are installed, including head gaskets, and torqued down exactly as in final assembly of the engine. Several steps of honing are used, representing a pattern that Miller has developed over the years.
With the crank and block ready, a package of Carillo connecting rods was opened. All connecting rods are fitted with high tensile hardware and balanced to within one half gram at both ends. Center distances were checked and machined, as needed. This particular six-banger was getting CP billet pistons and pins, so these along with the piston rings were weighed up and piston weights adjusted as necessary. All of this preparation and attention to detail yields a shortblock that doesn't fall short in any area and that would end up being a very good thing.
Ronnie, in the meantime, knew that Thunderbird Super Coupe cylinder heads were also going to be needed to keep up with the new bottom end. A set were on order from Miller's shop as well. A good dose of porting had been laid on the candidates, first to match the intake ports to the lower intake manifold, then to reshape the bowls and increase their size, lowering the compression ratio a bit to the 9.5:1 target. Once the metal grinding and polishing was complete, Ferrea was called on to provide the 2.02" intake and 1.60" exhaust valves. Double helix valve springs from Crower, who were also providing a custom camshaft for the V6, were installed along with Crane hydraulic rollers and Comp 1.6 ratio rocker arms.
Back To Concord
When the engine was delivered to the Custom Performance shop, it still wasn't a 'drop in' proposition. Some rather severe massaging was needed to fit the Vortech Igloo Mondo Cooler upper intake manifold to the Super Coupe lower - particularly since the Igloo was designed for a V8 engine. Dale from Custom told us that there was quite a lot of cutting and fabrication involved, not just of the upper intake, but with other brackets and mounting points as well. When all the shucking and jiving was done, a polished Vortech T-Trim blower sat proudly on top of the Igloo Mondo.
Before the engine was finally buttoned up, there was one more thing to look after. Actually, it was two things because, aside from the blower on this motor, there are two NOS systems. Talk about multiple power adders! First, a 100-shot direct port system was installed in the intake manifold. This kind of system pours the giggle gas directly into the individual cylinders. Supplementing that hardware is a 50-shot wet fogger system. This Pony's fuel system needed to keep up with the rest of the developments under the hood, so Aeromotive components were called up for duty. Their A1000 fuel pump brings the ability to deliver up to 600 lb/hr of the go-juice, while an Aeromotive fuel pressure regulator keeps things calm. Surgery was done on the car's original gas tank,welding in a Comp. Eng. sump to keep the pipeline open. All of this is dedicated to feeding a voracious set of Siemens Deka fuel injectors, rated at 83 lbs/hr. An Accufab throttle body and Anderson Ford Power Pipe look after the early portions of the intake system.
MAC Performance supplied the long tube headers that start the exhaust procedures. Their 2.5-inch output feeds an off-road intermediate and in to a pair of Flowmaster's best. Electromotive's Tec3 direct fire ignition coils deliver the sparks when needed, supervised continually by the Tec3 ignition control box.