On the dyno and ready to make some noise, our EFI 306 is wearing shortyheaders, Ford Racing valve covers, and miscellaneous gaskets, all from Mustangs Unlimited. Spark is provided by a Performance Distributors' DUI ignition system and black Livewires, and our killer accessory drive is a Front Runner system from Vintage Air.
1969 Mustang Coupe Project Engine Front View
Topping off the short-block will be these Racing Head Service (RHS) Pro Action small-block Ford cylinder heads, PN 35001. These are the bare castings and they have a 64cc chamber volume and 180cc intake runner volume. We found them assembled and ready to go at a major retailer for a price of $637.95 each.
Topping off the short-block...
Topping off the short-block will be these Racing Head Service (RHS) Pro Action small-block Ford cylinder heads, PN 35001. These are the bare castings and they have a 64cc chamber volume and 180cc intake runner volume. We found them assembled and ready to go at a major retailer for a price of $637.95 each.
Doug Evans, a Senior VP here at Source, has been working on a '69 Mustang coupe project for our sister magazine, Hot Rod. With the goal in mind to build something for its annual Power Tour driving event, Doug had the car converted to a SportsRoof a with the help of Classic Automotive Restoration Specialists of Belews Creek, North Carolina, where it has introduced its new Coupe2Fastback conversion system for '69-'70 Mustangs. The transformation is extremely cool and now Doug is on the hunt for a small-block power plant for his classic conversion project. He's interested in an engine that would be both affordable and reliable, but also capable of delivering excellent performance. While Hot Rod is handling the bodywork and suspension, Doug turned to us for engine advice. We suggested he simply build a nice and reliable bottom end, using the small-block that was in the car when he bought it, and dress it out with a lot of external bling for that perfect Power Tour feel when the hood was opened. To that end, Doug had coworker Dave Young assemble a 306ci short-block as a basis for the engine project in Dave's home shop. Starting with the seasoned 302 block, Dave did all of the basics as far as machine work, including punching the cylinder bores to a 0.030 oversize dimension. Assembly included fresh Clevite bearings for both the crankshaft and connecting rods. Topping off the Ford reciprocating assembly are TRW forged aluminum pistons equipped with Total Seal file-fit rings. At the bottom of the short-deck block lives a new Melling high-performance oil pump.
Ford factory parts are an economical way to go for a street performance engine and they will support plenty of horsepower while saving some money for the interesting goodies planned for the engine's upper half. Once the short-block assembly was complete it was sent to the folks at Competition Cams in Memphis, Tennessee, where the company would work its own brand of high-performance magic, adding the engine's upper end.
Once there, Comp engineers were to install the top components, including electronic fuel injection and some great cylinder heads. RHS Pro Action cylinder heads were chosen and they were dressed out with stainless steel valves and beehive valvesprings. In addition to the RHS cylinder heads, a new Inglese EFI Induction system will be used. The Inglese system is a great-looking eight-barrel injection setup using 50mm throttle bodies. The hope is that we'll enjoy the mileage and ease of operation benefits that come along with electronic fuel injection along with the visual and performance blast of wide open eight-barrel induction. We were interested in finding out how the RHS heads and Inglese system performed, so after assembly the engine was tested on Comp's Super Flow SF-902 engine dynamometer. Let's look in on some of the engine components that went into the making of the engine's top end on Doug's SportsRoof conversion and also look at the power results for this particular power plant combination.
The heads will be hand assembled...
The heads will be hand assembled by Comp technicians using these 2.02-inch and 1.60-inch stainless steel valves, PNs 6001-8 and 6002-8. The stems will be dressed with Comp beehive valvesprings, PN 796-16 and 11/32-inch Super Lock valve locks. To retain the rocker arms Comp will use 7/16-inch Magnum rocker studs. The heads will also employ 5/16-inch flat guide plates.
This collection of valvetrain...
This collection of valvetrain components includes a Comp custom grind hydraulic roller cam. The cam offers excellent power in the 1,800 to 5,8000 rpm range and has a 0.544-inch lift at the valve. The duration at 0.050 is 270 degrees on the intake and 276 degrees on the exhaust. The lobe center is 112 degrees. We found the cam for $265.95. The High Energy roller lifters are PN 851-16 and cost $209.95. The beehive valvesprings are PN 26918-16 and carry a cost of $174.95. The Comp Magnum double roller timing set is PN 2120, costing $ 32.95.
Our engine will use this traditional...
Our engine will use this traditional "dog bones and spider" Ford retro-fit kit to convert the OE flat cylinder block to hydraulic roller. It carries Comp PN 31-1000, and costs $37.75. Comp also offers roller lifters that use a tie-bar to maintain proper roller orientation to the cam lobe.
These Comp Cams Pro Magnum...
These Comp Cams Pro Magnum roller rocker arms are made of 8650 chrome-molly steel and have a 1.6:1 ratio. Comp engineers lessened the rockers' mass at non-critical areas and strengthened the areas that take the most punishment. The result is a rocker arm that is as strong as they need to be, but weighs less than comparable aluminum rockers. They have a 7/16-inch stud size, and come complete with poly locks at a cost of $265.75 per set.
This Inglese EFI Induction...
This Inglese EFI Induction System consists of a FAST (Fuel Air Spark Technology) XFI Controller, two NG4000 Throttle Bodies with an inside diameter of 50mm, one NG4001 Throttle Body with throttle position sensor, and one NG4004 Throttle Body, which includes the return spring mechanism. The setup is topped off with eight NG4014-8 Chrome Stacks. The Inglese EFI Induction Systems may look like classic Weber induction, but this a very advanced electronic fuel injection system that delivers 1,000 horsepower capability. The Inglese system uses FAST XFI electronics and Precision-Flow 39-lb/hr fuel injectors that are integrated into cast aluminum 50mm IDA-style throttle bodies. The system features an aircraft-quality hex aluminum linkage for smooth throttle actuation. The manifold uses special low-profile fuel rails that sit below the stacks and between the throttle bodies. Stacks are available in 50mm and 100mm heights and in brushed aluminum or chrome finishes. Use the 307503 High Flow Fuel Pump Kit to support up
Here's a view of the short-block...
Here's a view of the short-block right after it arrived at the Comp Cams workshop. Right off the bat the technician is installing the Comp roller camshaft into the block using an installation handle and lubricating each journal as the bumpstick makes its way into the block.
You know it's a good idea...
You know it's a good idea to degree your camshaft if they even do it in house at Competition Camshafts. When it comes to the complexities of the valvetrain you can't be too careful and we suspect the Comp Cams guys can do the cam degree measurement process in their sleep.
To begin the lifter retaining...
To begin the lifter retaining spring installation, position the retaining spring on the block in the desired orientation as shown here to determine the correct area for drilling into the block for the retaining hardware.
Next, some casting numbers...
Next, some casting numbers in the lifter valley that stand in the way of a flat installation are ground smooth, preparing the surface for the required holes.
The lifter retaining spring...
The lifter retaining spring attachment holes can be no deeper than 1/4-inch because any deeper will intrude into the cam bearings. Hence the drill bit is marked for the correct depth so the operator will know when to stop.
In this photo our man accomplishes...
In this photo our man accomplishes the exacting task of creating the two holes required to retain the spring or spider.
Next, a tap is used to cut...
Next, a tap is used to cut the threads. This is also an exacting task because of the shallow depth of the holes. When the tap reaches the bottom you will have cut only two or three rows of threads. Be careful because if you don't stop at this time then you will simply pull those few threads out of the block with the tool, endlessly complicating your situation. We usually recommend performing these steps on a bare block with no cam bearings installed, but the Comp techs have the steady hands and knowledge to do it on an assembled short-block
With the lifters, tie-bars,...
With the lifters, tie-bars, and retaining spring back in place, our technician carefully installs the Allen-headed screws. He will tighten them gently to seat using red Loctite.
Over on the bench, the technician...
Over on the bench, the technician assembles the cylinder heads. As noted, the heads have all of the required attributes for great performance. Once assembled, the new cylinder heads were installed onto our short-block in the conventional manner.
Installing our Inglese EFI...
Installing our Inglese EFI system was really no more complicated than a normal intake manifold drop. Once in place on top of the engine, the EFI was connected in all of the required ways along with all of the other fuel, cooling, and electrical requirements to our Super Flow SF 902 engine dyno and fired up.
The data tells the story plain...
The data tells the story plain and simple. Out of the box, the pedestrian short-block made a rocking 346.6 horsepower at 6,000 rpm and 336.6 lb/ft of torque when equipped with the good heads and electronic fuel injection. At well over one horsepower per cubic inch it's plain to see that the combination works very well, and we feel confident that Doug will enjoy great street performance when this engine is combined with the wide ratio 4R70W four-speed automatic transmission he has lined up for the car.