Mark Houlahan
Tech Editor, Mustang Monthly
March 7, 2014
Photos By: Brent Lykins
13 Lastly, Brent adds more RTV silicone over the end of the skirt seals and pins to maximize sealing and prevent oil leaks. Later, once the RTV silicone has had time to set up, Brent will go over the area with a razor blade to remove any excess sealer.
14 It’s almost a shame to put these beauties inside the engine! These are custom Race-Tec slugs featuring a 4.270-inch diameter with a 26cc dish and ample valve reliefs. The ring grooves are 1⁄16, 1⁄16, 3⁄16-inch and utilizes Total Seal rings. Compression ratio is calculated at 10.3:1.
15 Connecting those fancy forged slugs to the RPM stroker crank is the job of these sweet pieces of steel—Scat H-beam rods with ARP fasteners. The rod-to-crank marriage is made with a set of ACL rod bearings; 0.010-inch undersize just like the main bearings.
16 Brent dropped in the number one piston and rod assembly after bolting up the Ford Racing timing set so that the Crane billet roller can be degreed in.
17 Once Brent has the camshaft degreed to his satisfaction, the remaining step before final assembly of the reciprocating parts is to check piston-to-valve clearance. We’ve shown these steps numerous times before so we won’t bore you with the nitty-gritty. Brent ended up with 0.280/0.300-inch clearance using a Cometic 0.050-inch head gasket.
18 With the piston-to-valve clearance verified, Brent was free to install the remaining piston and rod assemblies to wrap up the short-block portion of the build.
19 As mentioned a few captions back, Brent used Cometic MLS head gaskets for David’s FE build. The Cometic gaskets measure 0.050-inches thick and feature a 4.400-inch bore diameter.
20 Moving on to the top end of the FE, Brent assembled a killer set of Edelbrock aluminum Performer FE heads. Port work netted flow rates of 323-cfm intake and 230-cfm exhaust at 0.650-inch lift. The spring package includes Comp Cams springs, locators, and locks with Manley retainers. Valves are custom Ferrea, sized 2.150 on the intake and 1.730 on the exhaust.
21 Brent restricts oil flow to the rocker shafts by installing a 0.070-inch restrictor in the main oil feed gallery found in the cylinder heads for the rocker shafts.
22 The heads were installed with ARP studs and Brent dropped in the Crane retrofit link-bar roller lifters at this time too.
23 How’s this for a nifty trick! Since Brent port-matched the Edelbrock dual-plane intake to the heads and intake gaskets, he uses a boroscope to verify port-to-port alignment and marks the head, gasket, and intake on each side with a discreet hash mark to ensure the ports are aligned with the gasket when the intake is bolted down for the last time.
24 Valvetrain bits include T&D “street” rockers and Trend 5⁄16-inch diameter/0.105-inch wall thickness custom length pushrods.
25 An original Ford FE timing cover was sourced for the build and hit with a fresh coat of paint and new stainless mounting hardware. Just poking out of the bottom of the block is the Melling high-volume oil pump and pickup tube.
26 A Moroso 8-quart capacity wet-sump street/strip oil pan is employed to keep the 10W30 oil cool no matter what type of driving David has in mind.
27 To wrap the engine build Brent finished off the 501ci FE big-block with a MSD Pro Billet distributor and Edelbrock aluminum water pump. Brent swapped to a black distributor cap and added MSD’s 8.5mm Super Conductor wires in black for a retro-look. Up top sits a Quick Fuel Technologies Q-950 carb, custom built by Brent’s regular carb guy, Scott Perkins. On the dyno at Dale Meers Racing Engines, the stroked FE pumped out 580 hp at 6,000 rpm and 615 lb-ft of torque at 4,000 rpm.