Erson linked roller lifters...
Erson linked roller lifters have been examined for flaws and blueprinted. Marvin has also dressed them with a low-friction coating for improved protection at start-up.
In Marvin's quest for power, he wanted clean airflow beginning at the plenum, transitioning smoothly to ports, bowls, and valves. And this is what he achieved with Edelbrock Glidden/Victor heads and Super Victor induction. Valves and seats must have a clean transition to keep air turbulence minimal. This means a valve seat insert where there's no overhang or ragged edges-pesky zones that disrupt airflow. Valve guides need to be out of the way where there's no turbulence around the stem. This is where good port and bowl work is crucial. Intake manifold gaskets and ports must be right sized where there's no turbulence generated as the air/fuel mixture passes from manifold to cylinder head. By the same token, you want clean exhaust passages where turbulence is kept to a minimum and scavenging is thorough.
|Combustion Chamber Volume
|Intake Runner Volume
|Exhaust Runner Volume
|Intake Valve Diameter
|Exhaust Valve Diameter
|Valve Stem Diameter
|Valve Type Used
||Manley hollow stem stainless steel
|Exhaust Port Location
||2 1/2-inch spread, raised 0.520-inch
|Spark Plug Fitment
||14mm x 3/4-inch reach with gasket seat
|Dyno Pull 1
Crane shaft-mounted 1.6:1...
Crane shaft-mounted 1.6:1 rockers (PN 44809-1) provide exceptional stability at high rpm. This was a more preferable setup compared to stud-mounted rocker arms. Marvin sets up valvetrain geometry where roller tip travel and valve stem are dead perfect. This is what you want for your valvetrain, void of any side loads on the valve stem.
Holley 4150 (0-80513-1), 1000cfm
2-inch x 30-inch x 3 1/2-inch Hooker Headers
36 Degrees BTDC Total Ignition Timing
Marvin blueprints his oiling...
Marvin blueprints his oiling system components, which include a Melling (PN MEL-M83HV) high-volume oil pump along with a Canton front sump pan with windage tray, pick-up,....
We learn from this first pull Marvin's expectations were in line with what this engine made in Edelbrock's dyno lab. He predicted 550/550 and got it. Because this is a road race engine, torque is just as important as horsepower. What you don't see on this first pull, which begins at 4,000 rpm, is this engine's broad torque curve. Torque begins to come on strong around 2,500 rpm, peaking at 545.1 lb-ft at 4,500 rpm. Torque hands off to horsepower at 5,500 rpm, which tops out at 551.1 at 6,000 rpm. Most surprising is 551 horsepower at six grand, which means durability. With this engine, you get it all. In road racing and canyon cutting, you want torque to get you out of the corners and horsepower to blast you through the straights.
You may find these numbers disappointing, especially if you're a drag racer, but consider this. Performance is rooted in what we want the engine to do, and we're going to talk about that shortly. If you're building a road race or street engine, you want a nice balance of torque and horsepower. You want a seamless transition from a mid-range torque peak to horsepower as your engine heads into the highlands. Team MCE concluded from this first pull the Holley 4150 needed larger 0.85 jets for the next pull to optimize air/fuel ratio.
....and road race baffles...
....and road race baffles to keep oil where it belongs in those hard corners. We're running an ARP oil pump shaft (PN ARP-154-7901) from Summit Racing. Canton products are available from Mustangs Plus.
"Every engine has its sweet spot," Marvin comments. "We've worked with ignition timing and centered our limit at 36 degrees BTDC." He adds, "We could take it to 38 or 40 degrees BTDC and make more power, but be risking durability." Marvin stresses the difference between a dyno cell and real world conditions. Real world on a racetrack at speed put stresses on an engine we don't see under dyno cell conditions. Keeping timing conservative reduces the possibility of engine damage.
"And here's another tip," Marvin adds, "maximum cylinder pressure occurs within five degrees of top-dead-center (TDC), which means you want the light off to begin at approximately 36 degrees BTDC." "The single greatest power builder is compression ratio," Marvin tells us. "Add compression and you add power." This is the cheapest, fastest way to increase power while keeping octane requirements in mind.
This is the Edelbrock Super...
This is the Edelbrock Super Victor (PN 2924) single-plane intake manifold for the 351W Ford topped with the Victor/Glidden cylinder heads. This is a high-flow manifold designed for high-rpm, which means it will work with our current cam/head combination or with even more aggressive valve timing events. Marvin has modified the plenum for even better airflow by reducing turbulence. A 2-inch open Edelbrock (PN 8712) phenolic spacer improves low to mid-range torque, giving this engine a brute torque curve.
This is Holley's 170gph (PN...
This is Holley's 170gph (PN 12-289-25) mechanical fuel pump designed specifically for the kind of power Marvin intends to make with the 427W Raptor. Shutoff fuel pressure is set for 6.5 to 8.0 psi. Bulletproof aluminum and steel construction makes this pump perfect for high rpm use. Inlet and outlet are tapped for 3/8-inch ID lines. For this kind of power, you want a minimum 3/8-inch ID line to handle the demand.
Marvin wanted to experiment...
Marvin wanted to experiment with two carburetors-the 1,000cfm Holley (PN 0-80513-1) race carburetor sporting down-leg boosters. This is a terrific out-of-the-box atomizer from Holley, with the quality and know-how you expect from them. MCE Engines had to dial this carburetor in for the 427W Raptor with the right 0.84/0.84 jetting for starters.
This is the 1,000cfm Holley...
This is the 1,000cfm Holley (PN 0-80514-1) carburetor from Performance Carburetors, which includes a custom blueprint, down-leg boosters, and special metering blocks. We're going to try both carburetors out of the box to see what they do on Edelbrock's dyno.
Summit Racing Equipment set...
Summit Racing Equipment set us up with a Powermaster high-output single-wire, internally-regulated 100-amp alternator (PN PWM-8-57100) with 5-inch diameter Summit pulley (PN G-3969). This keeps alternator rpms safe when the engine is at high rpm.
MSD to the rescue with its...
MSD to the rescue with its Pro-Billet (PN 8578) electronic distributor, which yields a compact design (5/8-inch smaller in diameter than a stock Ford distributor) that fits nicely thanks to a smaller cap and GM-style rotor. MCE Engines has dialed in a custom curve suitable for a road-race engine like the Raptor.