1969 Mustang Coupe Project Small-Block Engine Build

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 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 to 500 horsepower. We found a complete Inglese EFI system, PN NG4008, for the small-block Ford for $4,734.67.

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 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 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 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 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 the exacting task of creating the two holes required to retain the spring or spider.

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, 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 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 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 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.