Richard Holdener
March 8, 2010

Our plan was to run the single four with the Zex perimeter plate nitrous system; then follow up with the tunnel ram, but the dual-carb intake also required use of an offset distributor or crank trigger. We had neither at testing. In the end, Goliath was forced into battle using only the single four-barrel R-series intake.

Our nitrous-injected, 557 stroker also included a billet distributor, plug wires, and polished aluminum valve covers (to clear our roller rockers) from Pro Comp. Since we planned on spinning it to 7,000 rpm, a good oiling system was a must. Moroso supplied a deep-sump oil pan, windage tray, and high-volume oil-pump combo to ensure constant lubrication.

One area that needed to be addressed was the roller lifters. Our first attempt with roller lifters resulted in the oiling hole intersecting the main oil galley-a situation which literally pumped all the oil to the top of the motor at the expense of the main bearings. The cure came from the Ford experts at Cam Research in the form of roller lifters with a revised oiling hole location. This ensured all the Lucas synthetic oil was distributed properly to the thirsty rod and main bearings, as well as the cam, lifters, and rocker arms. The final touches on the 557 included ARP head and main studs; a Fel Pro head, intake, and oil pan gaskets; and an ATI damper.

The ATI Race damper was critical since we were pushing the stock block well past its original power limit. Vibration dampening becomes ultra-critical with elevated power and rpm levels. Keeping things cool was a Meziere electric water pump, another critical element when pushing the limits on this 12.5:1 race motor. Goliath was also sporting some chemical weaponry in the form of an adjustable perimeter-plate nitrous system from Zex.

Like the belt slippage issue with David, we cursed the gods for not allowing us to run the Tunnel Ram on our Goliath. Truth be told, the gods were less to blame than the author, but we curse them nonetheless. Goliath still impressed everyone by belting out 895 hp at 6,900 rpm, and an equally impressive 757 lb-ft of torque at 5,800 rpm with the single four-barrel intake. Torque production from the behemoth exceeded 700 lb-ft from our roll-in point of 4,500 rpm to 6,600 rpm. Having recently tested tunnel rams on a 540-inch Chevy, we can safely say that Goliath would have easily exceeded 900 hp with the dual Dominators, but reaching 1,000 hp required some juice.

Using the single four-barrel R-series intake and single 1050 Dominator, we added a Zex perimeter-plate nitrous kit, adding over 150 hp with 150hp jetting. Equipped with the Zex system, Goliath produce peak numbers of 1,135 hp and 962 lb-ft of torque. Even if we ignore the spike (see dyno results), the 557 still produced 1,070 hp. Had we been able to run the 427 with a cog belt and the 557 with a tunnel ram (and more nitrous), who knows what the outcome would be. But on this day, hindered as he was by the belt issue, Goliath managed to turn the tide and exacted his revenge on little David. All hail Goliath!

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