FROM SHORTBLOCK TO LONGBLOCK
CYLINDER HEADS & VALVETRAIN
Our beasty 427W is finally in longblock form.
Engine build, text and photos by Mike Mavrigian
The use of studs, as compared to bolts, provides a more accurate and consistent clamping load for the cylinder heads, and eliminates wear & tear on the block’s threaded holes during future head service.
by Mike Mavrigian
Build/assembly and all photos by author
Our Lunati roller cam features 0.544″ valve lift at intake and 0.560″ at exhaust, with duration of 232 intake and 242 exhaust. Centerline is 108 intake and 116 exhaust.
CAMSHAFT AND TIMING
Dart thoughtfully provided anti-friction-coated cam bearings with their block. Each bearing is etched with a part number, and [...]
We machine the block, balance the crank and check clearances.
The Dart Iron Eagle 351W block is a precision-cast and raw-machined product of unparalleled quality. Dart provides a bit of extra deck height and minimal bore diameter, allowing the builder to precisely achieve desired dimensions.
By Mike Mavrigian
all photos by author
CYLINDER BORES AND BLOCK DECK MACHINING
Our block [...]
STROKIN’ THE DART WINDSOR
Our current engine project begins with a 351W block and increasing displacement to a whopping 427 CID.
Text & photos by Mike Mavrigian
The Dart 351W iron-alloy block is available in either a 9.200” (standard Cleveland) or 9.500” deck height. We opted for the 9.5” deck.
This project will serve as an example of a [...]
The FE ready for it’s dyno visit.
PROJECT FE PART 5
Text and photos by Mike Mavrigian
INTAKE MANIFOLD
With the heads installed, and before installing the rocker shaft systems, you must install the intake manifold. FE manifolds feature captive pushrod holes (the pushrods pass through the intake manifold). In order to install pushrods, the rockers must be out [...]
Text and photos by Mike Mavrigian
PROJECT FORD FE, PART 4
The oil filter base (located on the forward left side of the block) features two ports and four bolt holes. A base gasket must be used for sealing between the adapter and the block. This gasket bwas included in our Victor gasket set.The gasket will only [...]
by Mike Mavrigian
FILE FITTING THE RINGS
Because of our over-honed cylinder diameters (4.263″), standard size rings wouldn’t work, so I started with a set of Total Seal rings P/N CR7190 35, supplied with our Diamond pistons. These are intended for a bore diameter of 4.268″ (1/16″ top, 1/16″ 2nd, 3/16″ oil), requiring a custom file-fit.
In terms [...]
WE BALANCE AND BEGIN ASSEMBLY
text, photos and assembly by Mike Mavrigian
Crankshaft balancing was next on the agenda. Since the Diamond pistons are already weight-matched by Diamond, and the Scat connecting rods are weight-matched at both small and big ends, we didn’t need to perform any weight corrections to those components (I double-checked all piston, rod [...]
BUILDING A STROKER 427 FE
After salvaging an original, well-worn 1966 Ford 427 side-oiler block, we begin to build a 485-cube big-dog. Bigger bore and longer stroke…whoof whoof!
by Mike Mavrigian
all photos by author
ENGINE HISTORY/GENERAL INFO
The Ford 427 “side oiler” motor was produced from 1963 through 1967, and was used in a variety of automotive performance and [...]
The COMP Cams billet aluminum belt tensioner is adjustable for belt tension and offers rock-solid serpentine belt guidance.
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