Modifying A 460 Ford Engine - A Bigger Better Big-Block

We have a special handle to help us install the camshaft into the block. Before installation, both the journals and lobes will get a coating of assembly lube.

The next step is to install the camshaft into the block. The trick here is to be gentle when going by the cam bearings so they don't become damaged or knocked out of place.

Once all the connecting rods have been installed, they are torqued to 63 lb-ft, then checked for rod side clearance, which must fall in the 0.016-0.018-inch range.

Once the cam is in place inside the block, the cam retainer can be installed. Be sure the side with the small oil passage faces the block and use thread lock on the fasteners.

Here's our completed 545 cube short-block ready for cylinder heads and all the rest. This short-block is available assembled from Trans Am Racing for around $3,600. Next month, we're going to trick this engine out with specially ported Edelbrock heads and a whole host of other top-notch induction components.

Here, the new Comp Cams timing set (3121KT, $98) goes into place. Notice the cam sprocket has holes on one side but not the other. This creates a counterweight to balance against the fuel-pump eccentric. Once the eccentric is installed, the cog will be in perfect balance for a smoother running engine. Use thread lock on the single cam sprocket retaining bolt.

The wrist pin location on our 545 stroker piston has been moved up into the oil ring lands. This leaves the bottom of the ring groove open to the crankcase.

This photo shows the complete ring set for the oil ring groove on one piston. At the left is a lower support ring. This is a separate component from the regular ring set. From the bottom up, the order of oil ring installation is: support ring, lower oil ring, the expander, and, finally, the top oil control ring. With this four-piece ring set installed, the opening at the bottom of the oil ring groove is effectively closed. The sturdy support ring closes the gap, while protecting and bolstering the thin lower oil ring.

This is the second piston ring in the set. It is conventional in appearance and has the same end-gap requirements as an ordinary second ring.

Here's the gapless part of the set. These two rings together comprise the top compression ring on the piston. The end gaps are installed opposite each other. The ring on the left has a small ridge built into it to accept the smaller ring and locate it in exactly the correct position.