McAfee takes blueprinting...
McAfee takes blueprinting to extraordinary levels, leaving nothing unchecked. He closely examines bearing shells for proper thickness; then, once they're installed during the mock-up phase, he checks the tolerance-twice.
Once MCE Engines receives...
Once MCE Engines receives our Sportsman block back from Motor Magic, it undergoes another inspection, as well as a GE Glyptal dielectric coating on areas where oil flows. Glyptal speeds oil-return flow and traps any iron particles that could do engine damage.
Glyptal is available from...
Glyptal is available from The Eastwood Company. Spray or brush it on in a well-ventilated area using a respirator. Note McAfee's close attention to oil distribution at the main journals.
Small-block Fords need oil-system...
Small-block Fords need oil-system traffic control. Because cam bearings don't need the oil volume of main and rod bearings, McAfee goes with the FRPP restrictor kit available from Summit Racing Equipment. He taps passages at main journals No. 2, 3, 4, and 5. This reduces flow to cam bearings and holds more oil down under for the main and rod bearings. Don't install a restrictor at the No. 1 journal or to lifter galleys when using a hydraulic camshaft.
With everything checked thrice,...
With everything checked thrice, McAfee sets the bearings and the crank. Absolutely no assembly lube is used between the bearings and block. Bearings need dryness and a pinch-fit to prevent spinning in the block. If they spin, you're done. Once bearings are secure, McAfee bathes bearings and journals in his own assembly-lube mix. This ensures plenty of lubrication on startup.
Should You Do A Mock-Up?
We learned the mock-up drill from McAfee. A mock-up is designed to make sure everything fits together properly while there's still time to make corrections. Long after machine work and during final assembly isn't the time to discover things don't fit. Do it early in the going before all machine work is completed. A mock-up:
- Ensures piston skirts clear crank counterweights
- Verifies piston/connecting rod to camshaft clearance
- Ascertains rods clear cylinder skirts
- Makes sure crankshaft counterweights won't hit the oil pump
- Confirms piston-deck and compression height
- Determines crankshaft endplay and bearing clearances
- Confirms piston-to-valve clearances
- Determines valve-to-valve clearances
- Confirms valvetrain clearances (pushrod to cylinder head, rocker arm to valvespring retainer, spring coil bind, and more)
Dry Wit
When McAfee starts his day, he checks his inventory for everything, including a good sense of humor. He brings the latter to work with him because things don't always go well in the engine-building business. There are parts that don't fit, parts that don't show up, and times when there are miscommunications with machinists and suppliers. That's when McAfee looks to a can of Dow Corning 321 dry lubricant to reduce daily friction.
All kidding aside, McAfee coats all moving parts (except piston-ring package) with Dow Corning 321 dry lubricant. Dry lubricant is nothing more than a spray-on graphite lubricant designed to protect moving parts during initial startup. Bearings, lifters, rocker arms, camshafts, and other moving parts get a coating of this stuff for one reason-to eliminate any chance of metal-to-metal contact during startup before oil has a chance to flow under pressure. You can find 321 at almost any professional auto parts store or at Dow Corning's Web site (www.dowcorning.com).
Smooth Fit
Whenever you build an engine, it's important to understand proper fit.The first rule of fitment: If you have to force it, something's wrong. Never beat something to death with a hammer to make it fit. If a cam gear won't slide on the crank or cam, the fit is incorrect. If a distributor gear wobbles on the shaft, it's too loose and unacceptable for use. If any part exhibits sloppy fit, it's not suitable.
McAfee University teaches us that fit is pretty fundamental. Cam sprockets should slide on and off cranks and cams without wobble. If you have to beat them, the fit is too tight. Dress the crank and clean up the snout; then check fit. Ditto for a stubborn camshaft drive gear. There's one exception to this rule: The crank damper must be an interference fit (pinch fit: 0.0005-0.0008 inch). Other items, such as cylinder-head dowel pins, rod caps, main caps, timing cover, and the like should also exhibit smooth fit. When-ever you force something, you're creating unnecessary stress and the potential for failure.
Note the smooth fit shown...
Note the smooth fit shown here. If you massage everything to proper sizing, fit becomes a walk in the park. McAfee uses 321 dry lubricant to help ease fitting.
To make the most of our 347...
To make the most of our 347 Hammer, McAfee specified a Comp Cams 35-328-8 hydraulic-roller camshaft...
...with Pro Magnum rocker...
...with Pro Magnum rocker arms designed to deliver 1.7:1 ratio along with a lot of pounding.
It's easy to get cam plates...
It's easy to get cam plates mixed up, but there's only one basic type for 221/260/289/302/351W Fords. Don't mess up and mistakenly install a 351C cam plate, which cuts off oil flow to the sprocket.
Screw-in oil-galley plugs...
Screw-in oil-galley plugs are an important retrofit for all small-block Fords. Never trust press-in oil-galley plugs originally installed by Ford.
Although we're running a Milodon...
Although we're running a Milodon road-race pan, McAfee was specific about using a Canton stud girdle and windage tray. Note the safety-wired and properly torqued bolts.