Other leak-vulnerable areas are the front main seal and the pan gasket. Marvin believes in modest amounts of sealer and only at areas susceptible to leaks. Where pan gaskets meet, end gaskets need silicone sealer. End gaskets need a super-thin layer of silicone to both stay put and keep oil inside. The same can be said for valve-cover gaskets. Use a thin film of sealer between the gasket and valve cover only-never between the head and gasket.
Another troublemaker is the camshaft's block plug in back. Again, apply a thin coat of silicone sealer around the perimeter, then ascertain security before installing the engine. Few things are more deflating than discovering a leaky cam plug once the engine is installed. Permatex's The Right Stuff is a terrific sealer, guaranteed to eliminate leaks. Try it on your next engine build. If you want to guarantee leakage, overtighten the valve covers, timing cover, and oil pan, which will distort the part and cause leakage. Always follow torque specifications.
Oiling System Priorites
There's a lot of urban legend surrounding Ford oiling systems. One basic truth holds our attention: Crankshaft main and rod bearings need more oil than cam bearings. MCE Engines installs oiling-system restrictors to cam-bearing journals at mains 2 through 5 to reduce oil flow, increase the flow to main/rod bearings, and reduce the flow to cam bearings. This increases the oil flow to main and rod bearings while still maintaining liberal oil flow to the cam bearings and valvetrain. Do not install an oil restrictor at the No. 1 main journal. Tap for oil restrictors during the block-machining process, which eliminates any chance of metal trash in the oiling system later on.
Marvin peens the manifold end-gasket rails for gasket security. This creates rises in the surface, which secures cork gaskets. We also subscribe to using a bead of RTV along end rails for good sealing if you don't use gaskets. The choice is yours. Notice Marvin has peened the oil galley plug for security. Don't forget this during your engine build. | 
Chamfering crankshaft-journal oil passages improves oil flow. There are two reasons for this. Not only does oil lubricate, it also carries destructive heat away from moving parts. Rod journals, as one example, get extremely hot (around 400 degrees F). When you improve oil flow at the main and rod journals, you improve both temperature reduction and lubrication. | 
When Marvin does a mock-up, he finds all the pitfalls, such as rod-bolt clearance. If you buy a block that's already notched, don't take for granted that the rod bolts will clear. Do a mock-up first and save yourself a lot of grief. |
When Marvin performs a final assembly, he does the same thing he did during the mock-up, checking all clearances and torques again and again. The H-beam rods from Probe Industries are torqued to 65 ft-lb with moly-lube. The rod side clearances should be 0.016-0.024 inch. | 
Marvin checks the Canton Racing scavenge pan for proper fit by MCE specifications. Pleasantly surprised, he clears this pan for permanent installation. He installs pan gaskets dry except for modest dabs of silicone where rail gaskets meet end gaskets. Gaskets are designed to seal all by themselves, Marvin tells us. | 
Inside, Marvin has eliminated the factory oil pump. With a dry-sump system, there is an external, beltdriven pressure and scavenge-pump package instead of an internal pump. |