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Smeding 427 - Project Snake Charmer Part 4Our Factory Five Roadster Gets Its Motivation from Smeding Performance From the September, 2006 issue of Modified Mustangs & Fords Photography by Wayne Cook
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Here at Mustang & Fords, the midnight lamp is always burning over some classic Ford project. This time it's a Factory Five Racing Mk III Roadster that Editor Houlahan has gotten us involved with, and he has horsepower on his mind. The original FE big-block-powered Cobras had a 427ci displacement. This is a nice target size to have from both horsepower and nostalgia standpoints. It's plenty of displacement for a car that barely weighs a ton, and the number has always had a notorious ring to it. That size engine is now easily created using the 351 Windsor engine as a basis. It allows the builder to utilize a whole array of high-performance equipment that has been developed recently. While there have been some excellent power-enhancing advances made with FE engines, there is far less to choose from by comparison. Parts for FE engines are also much more expensive. Our Dart Windsor bare block... Our Dart Windsor bare block features four-bolt main caps on crankshaft journals two, three, and four. As you shall see, the outer main-cap bolts are splayed and enter the block at an angle for enhanced strength. The Dart casting is far more robust than a stock or Sportsman block in many critical areas, particularly the support webbing around the main journals. This block arrived with a 4.125-inch bore ready to go. We'll need to install freeze plugs and cam bearings to begin. It's a good thing we know Ben Smeding at Smeding Performance, because horsepower is what he does best. Smeding will personally assemble one of his 427 Cobra Special engines for our Snake Charmer project using some of the most advanced components available. We'll even transcend the typical stock or Ford Sportsman 351 Windsor block offerings and use an aftermarket cylinder block from Dart Machinery. Fully CNC-ported aluminum cylinder heads from Air Flow Research (AFR) and a Competition Cams custom-ground roller cam will add to the potent recipe. For engine induction, the optimum in fuel efficiency and driveability comes from fuel injection. On this engine, we'll use a Mass-Flo EFI system, which is based around the proven Ford EEC-IV EFI electronics. This system uses mass-air technology with a centrally mounted throttle body for easy packaging and killer "classic" looks. Follow us to Smeding Performance in Rancho Cordova, California where we'll witness the actual engine build. Then we'll transfer the mill directly to the company's in-house engine dynamometer. Once on the engine dyno, the 427 will be run for break in. After that, we'll do some pulls and see how much horsepower the Smeding Performance 427 Cobra Special is worth while running on EFI. Check it out. On the Dyno
Once the Smeding 427 was complete, the staff at Smeding Performance had our 427 bolted to their in-house DTS Powermark engine dyno in no time flat and were ready to let all 427 cubes loose. While Smeding's engine packages usually feature a carbureted intake and a carburetor fitted to the specific needs of the engine, we asked Ben Smeding if he would dyno our engine with the Mass-Flo EFI system. After setting up the dyno with the proper fuel pump and regulator, complements of Holley, we ran the engine to let the ECM learn and to stabilize oil and water temps, and then made our power pulls. 427W w/Mass-Flo EFI
| RPM | TQ | HP |
| 2,600 | 477.3 | 236.2 |
| 2,800 | 497.4 | 265.2 |
| 3,000 | 500.2 | 265.7 |
| 3,200 | 498.2 | 303.5 |
| 3,400 | 510.0 | 330.1 |
| 3,600 | 521.6 | 357.5 |
| 3,800 | 534.9 | 387.0 |
| 4,000 | 547.2 | 416.7 |
| 4.200 | 556.4 | 444.9 |
| 4.400 | 552.4 | 462.8 |
| 4,600 | 557.4 | 488.2 |
| 4,800 | 537.2 | 491.0 |
| 5.000 | 516.8 | 492.0 |
| 5,200 | 486.6 | 481.8 |
Max TQ: 557.4 at 4,600 rpm
Max HP: 497.3 at 4,900 rpmAs you can see by the above dyno chart, our 427 with the Mass-Flo EFI system is a torque monster--500 lb-ft of torque at 3,000 rpm in a 2,200-pound car borders on insanity, but we never said we were playing with a full deck. We were just shy of the magic 500hp number (hey, what's 2.7 hp between friends when you won't be able to put it all to the ground anyway?). Smeding rates its 427 at 520 hp, and we're sure with a little more tuning we would be able to find that 20 hp, but in such a light vehicle we weren't worried about it. Ben Smeding tells us that his 427s will often dyno anywhere from 520-550 hp with a carb, depending upon build options. Looking at Smeding dyno runs of similarly built 427s, the Mass-Flo puts more torque and horsepower on the table at lower rpm, but the carb breathes a bit more at all-out rpm. The Mass-Flo puts the power in a more usable rpm range and also gives us that great driveability, fuel economy, and easy starting that EFI is so widely known for. We think those benefits are worth the cost of admission--and you can't beat the looks of the Mass-Flo EFI system for a classic car, either.  This photo shows the Ford...  This photo shows the Ford Sportsman 351 cylinder block at the main saddle. Take note of the thickness of the cap structure and also the thickness of the support webbing underneath the main cap going out to the pan rail.  This view of the Dart cylinder...  This view of the Dart cylinder block is from the same perspective. The dramatic difference in the construction between the two blocks speaks for itself, especially the main webbing as it goes to the pan rail.  Here are the two different...  Here are the two different main bearing caps side by side. Besides the four-bolt retention, with the outer two being splayed, the Dart piece shows far heavier construction. The Ford part is bored to accept the standard 351W 3-inch bearing diameter, while the Dart piece is set up for the smaller 2-3/4-inch Cleveland-sized bearing.  This crankshaft is made of...  This crankshaft is made of forged steel and has a stroke of 4.00 inches. Combined with the 4.125 cylinder bore, we arrive at almost exactly 427 ci of displacement. Using an aftermarket block like this allows much of the displacement increase to come from the overbore and not the rod length, giving us a better rod ratio and reducing thrust angles in the bore. If you look closely, you can see that all oiling passageways are chamfered and the leading edges of the counterweights are knife-edged. You can also see the signs from the balancing process where material has been removed from the inside of the rod journal. Notice the counterweights are indented to allow drilling on the journals using an axis parallel to the crank centerline.  These forged aluminum pistons...  These forged aluminum pistons have many special features and are made especially for Smeding Performance. The wristpin has been moved up to accept the 6.200-inch connecting rod length, but not so far as to intrude into the oil-ring lands (like early 347 kits, which burned oil). The pistons have a special channel between the first and second ring to act as a reservoir and catch and hold any compression getting around the top ring. The crowns are contoured to accept big valves, and when combined with the other components in our recipe, these pistons will give a compression of 10.2:1, easily handled on pump gas.  The underside of the pistons...  The underside of the pistons show special webbing that surrounds the Smeding logo. Besides adding strength, the real purpose of these ridges is to act as a heat sink pulling heat from the area directly beneath the spark plug.  These H-beam connecting rods...  These H-beam connecting rods are another Smeding specialty. They're forged steel and have a center-to-center length of 6.200 inches. Grade-eight cap screws complete the stout assemblies.  This oil pan comes from Canton...  This oil pan comes from Canton and features a winged sump. Besides adding capacity, the winged sump also cools the oil with both wings hanging out in the slipstream.  Moving up on the engine, we...  Moving up on the engine, we find these AFR aluminum cylinder heads. They are equipped with huge 2.08-inch stainless steel intake valves and use 1.60-inch stainless steel exhaust valves along with high-quality studs, guideplates, springs, and retainers. The runner volume on the heads is 205 cc, while the combustion chamber volume is 60 cc. The intake and exhaust ports as well as the combustion chamber are fully CNC ported for maximum flow.  This close-up of an AFR intake...  This close-up of an AFR intake runner shows the CNC machining marks on the whole length of the passage. Notice the careful contouring of material around the valveguide boss. The boss itself does not extend into the passageway. This kind of shaping combined with the smooth machining makes for big power.  The valvetrain for our engine...  The valvetrain for our engine will include Scorpion billet-aluminum roller rockers. These good-looking arms have needle-bearing fulcrums and roller tips. Bet you couldn't guess the ratio is 1.6:1.  The spring steel roller lifter...  The spring steel roller lifter retainer is also known as a spider. It's the tip-off that the Ford roller lifter configuration will be used. The other alternative is lifters that come in pairs already joined together with a tie bar. They don't require a spider for lifter orientation in the bore. The camshaft is a Comp Cams roller grind that Smeding has specially made. It features 0.565 lift on the intake and 0.574 on the exhaust, measured at the valve. The duration at 0.050 lift is 232 degrees for the intake and 240 degrees on the exhaust. The lobe separation is 112 degrees. Although this might be considered a big cam on a 302 or 351, the 427 ci of displacement in our engine will absorb that much capacity with ease. The result will be an engine with instantaneous throttle response anywhere in the rpm band.  The Mass-Flo EFI system is...  The Mass-Flo EFI system is built around an Edelbrock Victor Jr. intake manifold for the 351 Windsor. If you look closely, you can see that the manifold has been extensively modified. New threaded openings are present where none existed before. They will accept the required sensors. Mounting bungs for the fuel injectors have been welded into position above each intake port. The 1,000-cfm throttle body is also shown with idle-speed motor attached.  Here's the complete Mass-Flo...  Here's the complete Mass-Flo stand-alone wiring harness and processor package. Because it handles engine operation only, it is a simple and more compact harness than the old Ford part with its separate engine harness. The computer processor is EEC-IV from the 5.0 Mustang era. The wiring and connectors are all new from RJM Injection Technologies--no modified or salvage-yard harnesses here.  These brushed billet-aluminum...  These brushed billet-aluminum fuel rails were included in the kit, along with excellent mounting hardware. With 9/16-inch ID, these rails can carry plenty of fuel to feed big-inch strokers. The high-quality close-tolerance injectors are big boys at 42 lb/hr. The Mass-Flo kit we're using for the Ford Windsor has a list price of $2,995.  The fuel pump we'll be using...  The fuel pump we'll be using for our dyno testing is a Holley unit, PN 12-927. It is good for 255 lph and costs $139.88. This type of pump can easily be used in classic Ford EFI conversions with either hose barb or AN fittings.  Holley is also the supplier...  Holley is also the supplier of this fuel-pressure regulator. Correct and constant fuel pressure is the basis for reliable fuel injection, and the ability to adjust fuel pressure for tuning is a must. This universal EFI unit retails for $179.88.  Part of the Mass-Flo EFI package,...  Part of the Mass-Flo EFI package, Mallory Ignition will handle all ignition chores for the project. The Mallory distributor is a proven unit and uses the standard Ford-style TFI (Thick Film Ignition) connection, which plugs directly into the Mass-Flo harness. A Mallory coil will be used as well and also plugs right in.  Assembly begins in the balance...  Assembly begins in the balance room and our crankshaft is shown here being spin checked. Any imbalance detected will be shown on the computer screen and the appropriate action taken. For any weight reduction, material will be removed from the required counterweight with the vertical drill.  The connecting rods are sorted...  The connecting rods are sorted through and checked for balance in two ways. First, all rods in the engine should be of identical weight. To accomplish this, the machinist takes the lightest rod and the rest are reduced in weight to match. The rods are also checked for weight distribution between the big and small ends. Here the small end of a rod is being weighed. All rods should have equivalent mass percentages at both ends from one rod to the next for all eight rods. Verify this stuff now and you'll get a smooth running engine that will stay together.  The crank-saddle diameter...  The crank-saddle diameter is checked with a dial indicator. Every important tolerance in the engine is double-checked before assembly. Next, the crankshaft journal will be measured and subtracted from the main bearing dimension to determine if the clearance is within acceptable limits. The desired clearance is 0.0025 inch.  For each cylinder, a special...  For each cylinder, a special tool is used to make sure the piston ring is sitting square in the bore. Once this condition is met, the ring end gap can be accurately measured using a feeler gauge. Any required clearance adjustments can then be made. Each ring set is kept matched to the bore in which it was measured. Desired gap is 0.022 inch for the top ring and 0.020 inch for the second ring.  Here are the prepared piston...  Here are the prepared piston and rod assemblies, complete with their ring sets, and ready for installation. The wristpins use spiral lock retainers with full floating wristpins.  New cam bearings are installed...  New cam bearings are installed since the Dart block does not come with them. The bearings and journals are lubed and the camshaft installed. The cam lobes receive a coating of assembly lube through the bottom of the block.  After installing and lubricating...  After installing and lubricating the upper bearing halves, the crankshaft is lowered into place. A one-piece rear main seal will be used, as the Dart block is designed for this style of seal use only.  Next, with the crank in the...  Next, with the crank in the saddle, the main caps are installed and torqued into place. The inner bolts go to 105 ft-lb and the outers to 80 ft-lb. They certainly look sturdier than the stock two bolt main caps found on production Ford blocks. A double-row timing set was selected, and here the installation is being completed. Because we're using an electric fuel pump, the mechanical fuel pump drive eccentric is absent from the face of the cam sprocket, but Smeding can provide the correct parts for a carbureted setup as well.  The engine block is stood...  The engine block is stood up for installation of the piston and connecting-rod assemblies. With the rings held in by a ring compressor, the assemblies are carefully tapped into the bore using a mallet handle. When the rod reaches the journal, the rod ends are installed and the cap screws torqued to 63 ft-lb using ARP assembly lube.  Here a new standard-volume...  Here a new standard-volume oil pump is installed. Smeding doesn't think 60 pounds of oil pressure at idle is necessary, and many builders agree. One-piece oil-pan gaskets like the one seen here are expensive, but they don't leak. Alignment tabs keep the gasket centered over the pan rail.  The time to close up the bottom...  The time to close up the bottom of the engine arrives as a Smeding Performance technician starts the oil-pan bolts with a speed wrench. Next, a new 28-ounce Pro Street harmonic balancer was installed onto the crank snout. A pneumatic balancer installation tool was used to press the balancer home with one smooth movement.  Moving onto the valvetrain,...  Moving onto the valvetrain, the hydraulic roller lifters are installed into their bores. Notice that the Dart block has drilled and tapped bosses to accept a Ford-style lifter retainer or spider.  Here, the lifter retainer...  Here, the lifter retainer is in place and new Fel-Pro head gaskets have been installed.  The second AFR cylinder head...  The second AFR cylinder head is lowered into place. ARP (Automotive Racing Products) fasteners are used throughout the engine and are a staple of Smeding Performance builds.  Ben Smeding puts his back...  Ben Smeding puts his back into it as each head bolt is torqued down to a final spec of 110 ft-lb through multiple torque steps. Tightening sequences are closely adhered to as well.  The Scorpion roller rocker...  The Scorpion roller rocker arms are installed next. Before installation, the Allen-head set screw on each rocker arm is backed out enough to ensure it doesn't bottom out before zero lash.  Since the valve lifters in...  Since the valve lifters in our engine are hydraulic, we can set the valves once as desired and tighten the rocker-arm set screw. Three-quarters of a turn past zero lash and locking them down will do it.  After the intake manifold...  After the intake manifold gaskets were set in place and sealant applied along the front and rear block surfaces, the modified Victor Jr. intake manifold was lowered into place. The new 42-lb/hr injectors go into place in their openings with just a hint of assembly lube on their O-rings.  Next the fuel rails are to...  Next the fuel rails are to be installed. The Mass-Flo kit included this mounting hardware for the rails, and here it is going together. Laser-cut brackets and Allen-head hardware show the quality that goes into the Mass-Flo system.  Here's our completed 427 build...  Here's our completed 427 build ready for the dyno room. There's a lot left to do, so the long-block is installed onto a dyno cart and wheeled over to the engine room. Since we didn't use Smeding's usually supplied intake, carburetor, and ignition, our engine stickered for $9,995.  The complete engine, including...  The complete engine, including EFI, is on the engine dynamometer at Smeding Performance, ready for some flogging in the name of editorial greatness. The GM mass air meter sourced from Professional Mass Air Systems (PMAS), with its tiny sensing wires, sits directly atop the throttle body. The Mass-Flo system uses PMAS air meters and a proprietary converter box for the Ford-based ECM to communicate with the GM-based air meter. The air meter will be protected when the air cleaner assembly is installed.
 | Project Snake Charmer is finished and on the road Check out the diary for more! |  | We'd like to introduce you to Mustang & Fords' new project, Project Snake Charmer |  | We Go Back to School-and Like It! The Factory Five Racing Cobra Roadster Kit Car Buildup Series Continues At The Build School. |  | Our Factory Five Roadster Suspension Finds Its Way to Our Frame |  | Our Factory Five Roadster gets its motivation from a Smeding Performance 427 |  | We install and prepare the aluminum panels for Project Snake Charmer |  | Our Factory Five Roadster gets a Drivetrain Specialtists rear end for Project Snake Charmer |  | Our project becomes a roller with brakes, wheels, and tires |  | Project Snake Charmer receives an EFI based fuel system to feed the snake |  | Our Factory Five Racing Roadster recieves a Smeding Performance 427 Windsor and a Tremec Transmission |  | Our Factory Five Roadster gets a new dash, pedals, and cooling system |  | Installing the Factory Five Racing wiring harness on our Project Snake Charmer Cobra Roadster Replica |  | We finish up the wiring and then turn towards starting the body on our Factory Five Roadster Project Car |  | Installing hydroboost brakes on our Project Snake Charmer Factory Five Roadster before painting |  | Project Snake Charmer Factory Five Roadster heads off for paint |  | Our Factory Five Roadster Begins the Paint Process |  | Our Cobra Replica's Almost Ready For Paint |
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