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All that’s left is to install the velocity stacks, finish the spark plug wiring and to fabricate an adjustable mount for the alternator.
by Mike Mavrigian, Editor
OUR FORD FLATTIE
Here’s an update on the ongoing build of our Ford Flathead 8BA. I’ve been holding off the start of the article series until the engine is 100% complete. The build is nearly done, with only ignition and the alternator work remaining, so you’ll begin to see this build in all of its anal detail in the very near future. I must admit that building this flattie has posed more of a challenge than I could have imagined. Of course, that’s primarily because I’m not simply slapping it together. More time than you care to imagine has been spent in the details, but since I’m targeting this build as a nice street rod application example, the details are important.
The only original pieces involved in this build include the bare block, the oil pan and the rear oil pump drive cover. Everything else is from the performance aftermarket. A few key features of the build include a Scat stroker crank and Scat rods, custom-profiled Egge pistons, a nice little Isky cam, Edelbrock aluminum heads, an Edelbrock triple-duece intake adorned with three Demon 98 carbs and an MSD billet distributor. The spark plug wire routing involves a custom setup that I think looks ultra-cool. Mounting an alternator posed a challenge due to a clearance issues, but Tuff Stuff is coming through with a chromed Mustang Bullit alternator that will provide a proper fit. I’m simply at the point right now where I need to design and fabricate a mounting system. Hopefully I’ll be able to begin posting the build article series in about another week. I think that you’ll like what you see.
Fuel plumbing to the Demon 98 carbs features individual -6 AN hoses to a fabricated distribution block.
Saving the damaged original oil pan was a chore, but the results are spectacular.
THE DEFINIITON OF PASSION
Carefully reading your favorite micrometer with full focus and intensity. Lovingly wiping and inspecting a fresh out-of-the-box custom forged piston. Judiciously creeping up on a rod bolt’s stretch. The smile on your face when all eight pistons are exactly 0.005” above deck. Standing back and admiring a bank of freshly-honed cylinder walls. Milling a raw chunk of aluminum to fabricate a support bracket for a custom-fit dry sump pump. The comforting and giddy feeling you get when a fresh build fires on the dyno and all of the numbers are right on the money, and nothing leaks.
These are just a few of the things that give us pleasure as part of the daily routing of building performance engines. It’s what we live for. And, aside from knowing that the customer’s check cleared and confirming that we can pay next month’s electric bill, these are the reasons we rise in the morning. We love what we do, and that’s a precious rarity these days.
The skill and pride involved in producing something tangible cannot be overstated. The ability to take a collection of individual components, and to produce an intricate package with the highest degree of precision that produces extreme power is one of the true joys and elements of satisfaction in life. Performance engine builders are a breed of their own, part engineer, part fabricator, part artist. I’m sure that I’m not alone when I say that I honestly love this industry. There’s nothing I’d rather be doing (with the exception of the occasional fly fishing trip to a remote mountain stream). My hat goes off to everyone who lives and loves this industry.
Tags: 8BA, ARP, BARRY GRANT, CARBURETORS, CRANKSHAFT, CYLINDER HEADS, DUI, EDELBROCK, EGGE, ENGINE BUILD, FLATHEAD, Fluidampr, FORD, FORD FLATHEAD, IGNITION, ISKY, MELLING, MSD, PISTONS, RODS, SCAT, TOTALLY STAINLESS
