Sharad Raldiris
March 10, 2010

The last major piece of the puzzle is the camshaft. There are many experts in the field of camshaft design, but it seemed like a good opportunity to work with Ed Curtis at FlowTech Induction. Ed's been in the business for decades and is a no-nonsense type of guy, to say the least. He confirmed that we were on the right track with our chosen hardware, and assured us that we would exceed our horsepower goal with FTI's tight-lash, solid-roller camshaft. This cam design is said to offer a best-of-both-worlds scenario, providing the additional power that solid-roller camshafts are known for, without the additional maintenance that typically scares away the average street/strip enthusiast. We won't go into specifics, but basically our camshaft is just under 0.700 inch of lift with a wide lobe-separation angle to retain boost in the cylinders rather than passing it through the exhaust during valve overlap. The lobe profiles favor the exhaust side since our car is boosted.

Ed gave us specific instructions on how to tailor our setup to work with his camshaft. He suggested stiffer valvesprings to handle the aggressive cam lobes, 3/8-inch pushrods for the increased spring pressure, and shaft rockers to maintain the proper valvetrain geometry under load. Ed also provided specific cam specs for us to pass along to Comp Cams. The fine folks there custom-ground our bumpstick from a billet core and set us up with complementary support gear-a cam retainer, timing chain, solid-roller lifters, and 3/8-inch pushrods.

Since Ed insisted that we use PAC Racing valvesprings with his FTI cam design, we called Chris Osborn at PAC. He was able to come up with a set of springs that matched our cam specs. He also sent valvespring seats, titanium spring retainers, and a really nice height gauge that PAC designed to accurately measure the assembled height of the spring package. The shaft-mounted rocker arms were surprisingly easy to find, as Coast High Performance has a system specifically designed for use with our Trick Flow High Port heads. The Probe Industries shaft rocker systems feature machined-aluminum rockers with dual-needle roller bearings that ride on aircraft-steel shafts bolted to steel stands.

With all of the major components of our long-block collected, we turned to Summit Racing Equipment for dozens of parts we needed to complete the package, including Cometic multi-layer-steel head gaskets, ARP fasteners, an FRPP oil pump and shaft, and a beautiful Moroso oil pan and pickup. I'm telling you, if you need a part, Summit Racing Equipment has it!

One last piece of billet goodness that we added to our engine was a crankshaft dampener from Innovators West. It is the company's 6.5-inch billet-aluminum dampener, set up for an internally balanced rotating assembly. Ours features an optional blower hub, which has a larger outer diameter to provide extra strength and resist cracking that can result from the load placed on the dampener by the ProCharger's massive cog-drive system. It is a direct fit for the crank snout but requires a larger front-cover seal, which was supplied.

To assemble this all-star list of engine components, we needed an all-star builder, and there was never any doubt as to whom we would call upon. For almost 60 years Ohio George Montgomery has operated George's Speed Shop in Dayton, Ohio, and his list of accomplishments is staggering. Early in his career, he gained international recognition within the drag racing community by campaigning his '33 Willys, known as the World's Wildest Willys. His Willys, along with the Malco Gasser and Mr. Gasket Gasser Mustangs, won him countless NHRA class wins, setting dozens of e.t. and mph records in the process. More recently, George was inducted into the International Drag Racing Hall of Fame and awarded the prestigious NHRA Lifetime Achievement Award. So this is the kind of person you want to build your engine! George and his son, Gregg Montgomery, put 100 years of combined engine-building experience to use with every engine they produce, so we are honored to have them on our team.

Follow the captions as we show how our big-inch small-block Ford came together, and stay tuned for a full dyno report in an upcoming issue.

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