DART 427W PROJECT, PART 4

FROM SHORTBLOCK TO LONGBLOCK

CYLINDER HEADS & VALVETRAIN

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 Our beasty 427W is finally in longblock form.

Engine build, text and photos by Mike Mavrigian

 

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 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.

 

CYLINDER HEAD STUDS

Whenever you build an engine, you have a choice between using either bolts or studs to clamp the cylinder heads. For street use, either is fine. The use of studs offers several advantages (most of which apply to a racing application):  For repeated servicing (when you expect to remove and install the heads on a fairly regular basis), the studs serve as extra “guides.”  Also, since during head service, the studs will remain in place, you reduce the amount of wear on the block deck threaded holes (as opposed to running bolts in and out). This is an especially important feature when you’re dealing with an aluminum block.

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Since the Dart block’s head threaded holes are blind, there’s no need for a thread sealant. However, to provide smooth installation and to accommodate future removal, I applied ARP moly lube to the lower threads of each stud.

 

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Although it should be obvious, note that the “course” threads of the stud enter the block deck. The “fine” threads accept the nuts.

 

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Recently, ARP introduced their new Ultra-Torque assembly moly lube. I honestly don’t know how this differs from their long-standing moly lube that I’ve always used (and loved) in the past, but knowing ARP, the new stuff must be better, otherwise they wouldn’t have bothered reformulating.

However, the primary functional reason to use head studs is an increased consistency/accuracy of cylinder head fastener clamping load.  Since you eliminate the variable of thread friction between the fastener and the block, you gain a bit of accuracy (in theory) and greater consistency as you tighten the studs’ nuts. Remember: the reason that cylinder head fastener tightening is critical is because we need to generate the appropriate amount of clamping load, and we need to distribute this load evenly across the head. The use of studs offers advantages with regard to this pursuit of precision.

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The ARP headstuds feature a female hex drive at the top to facilitate installation and removal.

 

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After coating the lower stud threads with moly, hand-install the stud finger-tight.

 

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Final-install the stud using a hex wrench, tightening to no more than 8-10 ft-lbs. Do not overtighten the studs! They don;t need to be crammed in…they simply require full thread engagement.

 

When installing cylinder head studs, it’s important to understand that you do not need to severely tighten the studs into the block. The tightening torque specification refers to the nuts that will apply the clamping force. The studs should only be installed “hand tight.” As long as they achieve full thread engagement, they’ll do their job. With that said, there are studs that require a light (say, 8-10 ft-lb) preload tightening for increased stability. Unless the stud maker tells you to tighten them to a specified value, simply install them finger-tight. I applied a bit of moly onto the lower (1/2” x 13) threads, simply to make them easily serviceable down the road. The head bolt holes in the Dart block are blind, so no sealant is needed.

If you plan to service the heads frequently and don’t want to deal with studs beginning to back out during nut removal, you can apply a thread locker compound to the lower threads instead of moly. But even if some of the studs do begin to back out during nut removal, it’s no big deal to simply snug them back down with a hex wrench.

ARP conveniently provides a female hex drive in the top of each stud, which makes installation or removal easy.

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On the Windsor block, the longer studs install at the top and the shorter studs install at the bottom of the decks. Once the studs have been installed, carefully wipe the decks to remove any oil or excess moly lube, using a lint-free rag and thinner or mineral spirits.

 

INSTALLING THE HEADS

When installing the cylinder head gaskets, pay attention to gasket orientation. Each gasket features water jacket passages that must be placed at the rear of the decks. Each gasket is stamped “FRONT.” This marking indicates which end of the gasket must be placed at the front of the decks. This is critical. If not installed properly, the rear cooling passages on one side will be blocked.

With the block decks cleaned (removing all traces of oil), our MAHLE Victor MLS (multi-layer steel) head gaskets were installed to the decks, registering onto the front and rear outboard dowel sleeves.

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It’s best, when using MLS (multi-layer steel) head gaskets, to keep the gaskets in their package until you’re ready for gasket installation. The gaskets feature a special coating that promotes sealing. Just to be safe, don’t unpack this type of gasket for a prolonged period of time prior to installation to prevent potential damage to the coating.

 

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Before handling the head gasket, make sure that your hands are clean, and make sure that your workbench surface is clean and dry.

 

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Head gasket orientation is critical. Each gasket is marked FRONT. Make sure that each gasket is placed so that this marking is located at the front of the block. If not, the rear water passages will be blocked. 

 

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When positioning the MLS head gasket over the studs, be careful to evenly align the gasket over the sutds to prevent cocking. Cocking the gasket and then forcing the gasket over the studs can damage the gasket. Note the open water passages of the gasket that expose the block’s rear water passages.

 

With the cylinder heads slipped over the studs and registered onto the dowel sleeves, gently tap each end of the heads to insure full seating over the dowels.

Before installing the ARP head stud washers and nuts, coat each washer (on both sides) with ARP assembly lube. Also apply assembly lube to the underside of each nut, as well as applying lube to the nut threads. Hand install all washers and nuts, finger-tight.

Initially tighten each nut to a value of 10 ft-lbs. This helps to insure that the head is flush and fully seated. Next, tighten each nut to a value of 45 ft-lbs, followed by 75 ft-lbs and finished at a value of 105 ft-lbs. Always follow the same tightening sequence, starting at the top center nut and continuing, following the factory pattern (intake side center, exhaust side center,  intake side to the right of center, exhaust side to the right of center, intake side to the left of center, exhaust side to the left of center, intake side far right, exhaust side far right, intake side far left, exhaust side far left. Following this sequence helps to evenly distribute the clamping force.

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Our Trick Flow aluminum heads feature raised exhaust ports (raised 0.750″ above stock location) for improved flow. Both in-line and staggered threaded holes allow easy header mounting for various header flange designs. 

 

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The fully-assembled Trick Flow heads are fully CNC-machined, including chambers, intake and exhaust ports.

 

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Closeup of an intake port. Port dimensions are 2.24″ high x 1.375″ wide. The taller-than-stock intake port requires port-matching a stock replacement style intake manifold (by relieving the roof of the manifold ports).  Intake runner volume is 225 cc.

 

OUR VERY TRICK CYLINDER HEADS

 

TRICK FLOW SPECIALTIES

TFS-5170T012-C01  “High Port”

Cylinder head style………………….….assembled

Cylinder head material…………….……aluminum

Cylinder head finish…………….………natural

Combustion chamber volume……………70cc

CNC-machined combustion chamber…..yes

Intake runner volume……………………225cc

Exhaust runner volume……………..……95cc

CNC-machined intake runner………..….yes

CNC-machined exhaust runner………….yes

Intake port location………………………standard

Exhaust port shape………………………square

Exhaust port location…………………….raised 0.750” over stock

Intake valves included………………..….yes

Intake valve diameter…………………….2.080”

Exhaust valves included………………….yes

Exhaust valve diameter…………………..1.600”

Valve springs included……………………yes

Maximum valve lift……………………….0.600”

Outer spring O.D. ………………………..1.460”

Damper spring included…………………..yes

Number of springs per valve………..……dual

Retainers included…………………..……yes

Retainer material………………………….Titanium

Locks included……………………….…..yes

Lock style…………………………….…..10 degree

Valve stem seals included…………….….yes

Valve stem seal style………………….….Viton fluoroelastomer

Rocker arm studs included……………….yes

Rocker arm nut thread size……………….7/16 x 20

Rocker arms included…………………….no

Rocker arm nuts included…………………no

Guideplates included………………..……yes

Guideplate pushrod size……………….…5/16”

Valve cover mounting style…………..…..perimeter bolt

Accessory bolt holes drilled…………..….yes

Intake valve angle…………………..……20 degrees

Exhaust valve angle………………………20 degrees

Valve guides included……………….…..yes

Valve guide material………………..……bronze

Valve seats machined…………………….yes

Valve seat machine style……………..….3-angle

Valve seat material……………………….ductile iron

Steam holes drilled……………………….no

Oiling style……………………………….through pushrod

Machined for O-ring………………..……no

Heat crossover……………………………no

Quantity…………………………….……sold as pair

Spark plugs………………………………AC FR3LS, Autolite 3924, NGK-FR5

                                                                   or equivalent

Notes: 1. The Trick Flow heads are designed for hydraulic roller cams.

           2. Exhaust ports are raised 0.750” over stock location.

           3. Valve cover rail is raised 0.400” over stock.

           4. Intake ports are taller than stock, at 2.24” high

 

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Our heads feature 70cc combustion chambers. Chamber volumes are absolutely matched, thanks to precision CNC machining.

 

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Intake and exhaust valve angles are 20 degrees. Intake valves feature 2.080″ diameter, and exhaust valves are 1.600″. Again, thanks to precision CNC machining, valve depths are precisely matched.

 

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Before installing the rocker studs to the heads, note that thread sealant is needed at the intake locations.

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Dual valve springs feature 1.460″ diameter outers. Titanium retainers provide light weight for faster valve action.

 

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In preparation of setting up our rocker arms and pushrod lengths, I applied a black felt-tip pen to the valve stem tips. This will provide witness marks as the rocker tips glide over the stem tips. The goal is to achieve a centered contact at the tip. By the way, when installing the pushrod guide plates, remember to apply a thread sealant to the cylinder head side of the intake rocker studs. I applied ARP moly to the exhaust rocker studs.

 

The High Port 225cc heads feature 225cc intake runners and 2.080” intake valves for 330-plus cfm of flow (@0.700 in. lift). Both 58cc or 70cc CNC-profiled combustion chambers are offered. The 1.600” exhaust valves allow 257 cfm to exit through the 95cc exhaust runners (@0.700 in. lift). Assembled 70cc chamber heads are available with two valve spring packages. The 1.460” dual valve spring package is intended for hydraulic roller cams and is available with 10 degree chromemoly steel or 10 degree Titanium retainers. This package can support cams with valve lift up to 0.600”. The 1.550” dual valve spring package is intended for mechanical roller cams and features 10 degree Titanium retainers and can handle up to 0.680” of valve lift. Assembled 58cc combustion chamber heads feature 1.560” dual valve springs and 10 degree Titanium retainers. These heads are intended for mechanical roller cams with up to 0.700” valve lift. All assembled heads include 7/16” ARP rocker arm studs and 5/16” guideplates. Bare cylinder head castings are also available.

 

 

 

DETAILED CYLINDER HEAD ENGINEERING DATA

 

Trick Flow cylinder head specification/ data sheet.                  
Cylinder head type:                                                                                                              SBF CNC Ported High Port                
Head part number(s): TFS-5170T010-C01, 51700012-C01, 5170T012-C01                
   TFS-5170T013-C01, 5171B010-C01, 5171B012-C01                
Head Material: A356-T6 Aluminum                
Comb. Chamber volume: 58cc (..10-CO1 ), 70cc (..12-CO1/..13-CO1 )                
Intake port volume: 225cc                
Intake port dimensions: 2.24″ x 1.375″                
Intake port location: Stock                
Intake valve diameter: 2.08″ ( TFS-52400217 ( ..10-CO1 )),( TFS-51700217 ( ..12-CO1/..13-CO1 ))                
Intake valve angle: 20°                
Intake valve length: 5.300″ ( ..10-CO1 ), 5.160″ ( ..12-CO1/..13-CO1)                
Int. valve stem diameter: 11/32″                
Exhaust port volume: 95cc                
Exhaust port dimensions: 1.63″ x 1.5″                
Exhaust port location: Raised .750″ from stock location                
Exhaust valve diameter: 1.60″ ( TFS-52400212 ( ..10-CO1 )),( TFS-51700213 ( ..12-CO1/..13-CO1 ))                
Exhaust valve angle: 20°                
Exhaust valve length: 5.300″ ( ..10-CO1 ), 5.160″ ( ..12-CO1/..13-CO1 )                
Exh. valve stem diameter: 11/32″                
Valve guide material: Bronze Alloy ( Intake & Exhaust- TFS-51700252 )                
Valve guide length: 1.93″ ( Intake & Exhaust )                
Valve guide clearance: .0012″ ( Intake ); .0016″ ( Exhaust )                
Valve seal: Viton .500″ I.D. x .700″ O.D.x 11/32″ stem ( TFS-51400454 )                
Valve seat intake: Ductile Iron; 2.200″x 1.820″x .375″ ( TFS-51700271 )                
Valve seat exhaust: Ductile Iron; 1.660″x 1.350″x .375″ ( TFS-51700272 )                
Valve seat angles: 37°x 45°x 60° ( Intake & Exhaust )                
Valve spring pockets: 1.615″                
Valve spring cups: 1.48″ ( TFS-51400434 ( ..12-CO1 ))                
Valve spring I.D. locator: 1.55″ ( TFS-21400440 ( ..10-CO1/..13-CO1 ))                
Valve spring retainers: 10° x 1.50″ o.d. chromemoly steel ( TFS-21400424 ( ..12-CO1 ))                
   10° x 1.50″ o.d. titanium ( TFS-214T0420 ( ..0T012-CO1 ))                
   10° x 1.55″ o.d. titanium ( TFS-214T0525 ( ..10-CO1/..013-CO1 ))                
Valve stem locks: 10° machined steel with lash cap recess ( TFS-52400444 )                
Valve springs: (..10-CO1 ) 1.560″ o.d. double spring with damper ( TFS-31800413 )                
   240 lbs. @ 2.0″ installed height; 600 lbs. @ 1.280″ open                
   500 lbs. Per inch rate                
   .700″ maximum valve lift                
Valve springs: (..12-CO1 ) 1.460″ o.d. double spring with damper ( TFS-31400414 )                
   125 lbs. @ 1.780″ installed height; 376 lbs. @ 1.180″ open                
   420 lbs. per inch rate                
   .600″ maximum valve lift                
Valve springs: (..13-C01 ) 1.550″ o.d. double spring with damper ( TFS-32400414 )                
   240 lbs. @ 1.920″ installed height; 550 lbs. @ 1.270″ open                
   460 lbs. per inch rate                
   .680″ maximum valve lift                
Milling specifications: Angle mill .008″ per cc; Flat mill .006″ per cc                
Push rod length: Minimum .300″ longer than stock required, see instructions for details.                
Guideplates: For use with 5/16″ pushrods ( TFS-51700623 )                
   For use with 3/8″ pushrods ( TFS-51700624 )                
Rocker arm studs: ARP- 7/16″-20NFx 7/16″-14NC x 1.895″ ( TFS-51400614 )                
Rocker arm type: Stud mount roller rocker arms recommended                
Weigth each bare: 25 lbs.                
Miscellaneous data: Valve cover rail is raised .400″ over stock height                
                    
Trick Flow cylinder head recommended components.                  
Head gasket: Fel Pro # 8548PT-2 ( Street ); # 1011-2 ( Race ); # 1006 ( O-Ring )                
Intake gasket: Fel Pro # 1262R                
Exhaust gasket: Fel Pro # 1487 ( o.e.m. bolt pattern ), TFS-51700931 ( diag. bolt pattern )                
Head bolts/studs: 302- ARP # 154-3601 ( 6pt. Bolts ); ARP # 154-4201 ( 12pt. Studs )                
   351W- ARP # 154-3603 ( 6pt. Bolts ); ARP # 154-4203 ( 12pt. Studs )                
Pistons: Trick Flow brand available, see applications                
Rocker arms: 1.6 ratio, 7/16″ stud- TFS-51400511; 1.7 ratio, 7/16″ stud- TFS-51400521                
Stud Girdles: 7/16″- TFS-51700701                
Spark plugs: AC # FR3LS; Autolite # 3924; Champion # RC9YC; NGK-FR5                
Misc. components: Head bolt reducer bushings 1/2″ hole to 7/16″ stud/bolt- TFS-51400419                
   Head alignment dowels- TFS-51400420                
                   
Trick Flow CNC cylinder head airflow chart ( ..10-CO1 ). CFM measured @ 28″ of water.                  
Lift value: Intake Flow CFM                              Exhaust Flow CFM                
0.100″             70                                                               57                
0.200″            144                                                             113                
0.300″            214                                                             161                
0.400″            267                                                             208                
0.500″            302                                                             233                  
0.600″            320                                                             245                
0.700″            333                                                             255                
                   
Trick Flow CNC cylinder head airflow chart ( ..12-CO1/..13-CO1 ). CFM measured @ 28″ of water.                  
Lift value: Intake Flow CFM                              Exhaust Flow CFM                
0.100″             72                                                               58                
0.200″            146                                                             117                
0.300″            216                                                             162                
0.400″            268                                                             210                
0.500″            305                                                             234                  
0.600″            322                                                             247                
0.700″            335                                                             257                
Note: Flow data with 2.08″ Intake valve & 1.6″ Exhaust valve with 2″ pipe.                
                   
                   

 

 LIFTERS

Before installing our Lunati hydraulic roller lifters, I soaked the lifters in 30W non-detergent oil for about an hour.  Naturally, before the start of block assembly, I made sure that all lifter bores were absolutely clean. I applied a coat of Royal Purple Max Tuff to the lifter bore walls. I also applied Max Tuff to the lifter rollers. The lifters are bridged together and slip in as a pair.

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Lunati’s hydraulic roller lifters are of exceptional quality. To help insure initial lubrication, I pre-soaked the lifters in clean 30W oil. I applied Max Tuff assembly lube to lifter bores and lifter rollers.

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Gently slide the pair of roller lifters into their bores. Slide them up and down to verify smooth action. Note that the lifter tie bar must face inboard, towards the lifter valley.

PUSHRODS

Whenever building any custom engine, never assume that the OE “factory” pushrod length will be appropriate. Too many variables enter the picture, including cylinder head, rocker arms, lifter height, cam base circle and lift, cam bore relative to block deck distance, etc. Always take the time to measure pushrod length to suit the specific build.

With a cylinder head installed, lifters installed and an intake and exhaust rocker in place, install an adjustable checking pushrod between each rocker and its intended lifter. Rotate the cam to place its base circle at the lifter location (in other words, with the lifter as far down as it will go), adjust the checking pushrod until it gently contacts both the rocker and lifter cup. Carefully remove the checking pushrod without disturbing its length and measure the pushrod. In our Windsor build, we’re using ball ends at each end, so we simply measure overall ball-to-ball distance. Make this check on at least one intake and one exhaust (if you want to get really picky, measure each individual pushrod location).

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In order to determine correct pushrod length, use an adjustable checking pushrod. The sample shown here features an adjustable tip. Insert the pushrod lower tip into the lifter, and with a rocker arm in place, and the cam lobe on its base circle, carefully adjust the checking pushrod until you achieve a light contact at zero lash.

 

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After carefully removing the checking pushrod (being careful not to disturb its length), measure the overall length with a caliper.  Record the measurement. Reinstall the checking pushrod in the same location and perform the check again to verify that your measurement is correct.

 

In our case, our required intake pushrod length for both intake and exhaust locations is 7.700”.

Once lengths were determined, I ordered our pushrods from Lunati. Our pushrods, Lunati’s pro Series, feature a 5/16” O.D., 0.083” wall thickness and an overall length of 7.700”. Lunati’s part number for these pushrods is 82135.

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 Our Lunati pushrods are chromoly seamless with an 0.083″wall thickness for high performance use. Overall length is 7.700″.

 

 

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 Each pushrod is clearly laser-etched to indicate diameter, length and wall thickness.

 

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 Although Lunati carefully inspects and packages their pushrods, always inspect each pushrod for cleanliness (regardless of brand), to verify that the oil passage is clean and free of dust, and wipe the outer surface with mineral spirits. The apply a coat of 30W oil to the oil passage and the outer body. I also applied a dab of Max Tuff assembly lube to each hardened tip.

 

ROCKERS

Our forged aluminum full-roller rockers are from Harland Sharp, their P/N S4202. These rockers are specifically designed for our Trick Flow heads and feature a slight offset (roller tip to center of trunion) for ideal pushrod geometry with these particular Trick Flow heads. Our rockers (again, P/N S4202) feature a 1.6:1 arm ratio. These rockers are also available in 1.5:1 and 1.7:1 ratios.

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Harland Sharp’s forged aluminum roller rockers (P/N S4202)  for this build are their offset rockers designed specifically for our Trick Flow heads. The set includes polylocks.

 

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Note the slight offset of the rocker’s roller tip relative to the axle center. This offset matches the geometry in the Trick Flow head design, for maximum valvetrain efficiency.

Harland Sharp rockers are 100% made in the USA, using all USA-sourced raw materials. Depending on the model, nine different 2024-T3511 extrusions are precision machined to exacting standards. Thick-walled materials are used in their roller bearings. With heavy wall thickness for maximum strength. Each roller bearing assembly is heat treated and black anodized and features 27 needle bearings, and assemblies are knurled to achieve a precision press fit. Their axle pins knurled to eliminate spinning. Centerless ground journals are counterbored and induction annealed for maximum strength. The centerless ground heat treated end is riveted to prevent backout. Each rocker arm assembly is inspected and packed with a full set of polylocks.

Harland Sharp recommends soaking the rockers in 30W oil for at least ½ hour. Moly-coat the roller tips and the ball tip on the adjuster. Do not exceed 20 ft-lbs when locking the adjuster. Roller rocker arms should be tightened no more than ½-turn from zero lash.

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Note that the rocker pivot shaft features a recessed machined flat surface on one side (seen here). Pay attention when installing, as this flat side must face upwards and provides a seating area for the polylock.

 

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The pushrod seat is hardened steel. Note the oiling orifice.

 

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Slightly loosen the rocker studs and (with pushrods in place), adjust guideplate location  (front to rear) to verify pushrod clearance at the guideplate cutouts. Then remove the rockers, torque the studs and reinstall the rockers.

 

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With the polylock installed, adjust the valve lash. With the cam lobe on its base circle (lifter all the way down), and starting at zero lash, tighten the lash by 1/2 turn, per Harland Sharp’s specs.

 

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Once rockers are installed and adjusted, slowly rotate the crank and observe rocker roller tip to valve tip contact to verify a centered contact area.

 

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With our valvetrain completed, we’re ready for our intake manifold, fuel system, ignition system and valve covers. Stay tuned for the next article installment.

 

Note: By now, all builders should be well aware of the need to use an engine oil that contains a high level of zinc phosphate (ZDDP) to prevent premature solid lifter camshaft wear. However, even when a roller cam is featured, high valve spring pressures can also lead to unnecessary wear on rocker arm pivot and contact areas, so even when a roller cam is used, it’s wise to run the engine with a high ZDDP content as well (whether using petroleum-based or synthetic oil).

OUR ASSEMBLY ROOM

A clean, spacious, well-lit and well-organized engine assembly area may be a luxury for some, but it certainly helps when organizing parts, inspecting, test fitting, measuring and performing final assembly.

vert

Our dream clean room. This work area makes every job a real pleasure.

 

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The Lista cabinet drawers provide a large amount of real estate to park our hand and specialty tools.

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Being able to neatly organize parts prior to assembly is a real plus for any methodically-detailed build program.

 

We’re lucky to have such an area. I walled-off an area in my fabrication shop, dedicated specifically for clean engine work. In addition to being very well illuminated (lit light the sun), walls and ceiling are white to add reflective light, and the Lista storage cabinets are white as well. Reflective light (bounce light) magnifies the light provided by overhead fluorescent light fixtures. White surroundings reflect the electric light, providing a “soft” illumination everywhere in the room. There are no shadow or dark areas, which makes it nice for viewing the work and for finding a dropped small part.

The equipment in our dedicated engine assembly room is limited to the necessary items. Our engine stands are Goodson’s 4-wheel cart stands, which are my favorites. In addition to supporting the engine block, a 2-tiered platform (the upper platform, under the engine, provides a 32″ x 45convenient area for tools being used at the time, and is tapered to the center (with a handy drain plug), for capturing any liquids such as engine oil. The lower platform offers ample storage area for items such as heads, intake manifold, water pump, etc. And, at 32” wide, the cart easily rolls through even a 36”-wide doorway.

The 19-ft-long Lista workbench (solid butcherblock hard maple) provides a spacious work and storage area, perfect for arranging crank, heads, pistons, rods, bearings, etc. The Lista cabinet drawers provide an enormous 42” x 24” footprint in each drawer for storing our Mac Tools hand tools, torque wrenches, precision measuring tools, piston ring compressors, our Fragola aluminum -AN wrenches, organizing engine gaskets, etc. Thanks to the Lista cabinets, everything is in its place, and there’s zero clutter on the floor. The drawers and drawer bearings are top-level pro quality (I think they’d even support my big butt). There’s no way that I’ll ever be able to wear these drawers out. Plus, they roll like silk, even when heavily loaded.

I know that it’s sometimes difficult to spend a few more bucks. Cheap cabinets may be easier to purchase initially, but quality lasts forever. Unless my building receives a direct hit from a nuclear cruise missile, I’ll never need to replace or repair these cabinets.

My CWT work cabinet stores my oils, solvents and adhesives, and the top surface is reserved for cylinder head inspection and assembly. A Goodson burette sits on this cabinet for measuring chamber volume.

Mounted to the far right of the Lista workbench area is a GearHead Tools connecting rod vise, a Summit Racing piston ring filer and a Goodson shop towel holder. Basically, everything I need to organize, measure, test-fit and final-assemble an engine is in this room. And, it’s sealed off from the rest of the shop to prevent unwanted dust from entering, since I perform any drilling, grinding, milling, welding, cleaning or painting in the main shop area. It’s my little piece of heaven.

  IMG_6238

 The spacious 19-ft-long workbench area allows us to mount our Gearhead Tools rod vise and our Summit ring filer in a dedicated area, well away from our primary work area.

 

IMG_7492

Sealed off from the rest of the world, our dedicated engine assembly room provides the quiet and clean environment that you need when it’s time to focus on a meticulous build.

 

THE NEXT ARTICLE INSTALLMENT:

In the next article, I’ll wrap up the engine assembly with our way-cool valve covers, intake manifold, EFI throttle body, and ignition system.

 

OUR PART NUMBERS

DART 351W IRON EAGLE BLOCK…………………31385135

SCAT CRANK 4.00 STROKE…………………………4-351C-4000-6200

SCAT RODS 6.200……………………………………..2-ICR6200-7/16

JE PISTONS AND RINGS  4.125 BORE………………232474

CLEVITE MAIN BRGS ……………………………….MS-1010HX

CLEVITE ROD BRGS …………………………………CB-663 HN

VICTOR GASKET SET………………………………..FS3428A

VICTOR MLS CYL HEAD GASKETS………………..MLS 54293

FEL PRO INTAKE GASKETS…………………………1262R (size needed for our Trick Flow heads)

LUNATI ROLLER CAMSHAFT……………………….51012  RRN1-232-242

LUNATI ROLLER LIFTERS………………………..…72335LUN

RACE PUMPS FUEL PUMP…………………………. 1700 (if carb is used)

RACE PUMPS REGULATOR …………………………5011(if carb is used)

PROFESSIONAL PRODUCTS ELECT. FUEL PUMP..           (for EFI)

PROFESSIONAL PRODUCTS FUEL REGULATOR…           (for EFI)

MOROSO OIL PAN…………………………………….18507

MOROSO VALVE COVERS…………………………..68450

MOROSO OIL PUMP PICKUP…………………………24507

ARP OIL PUMP SHAFT……………………………..154-7901

ARP FASTENERS

                                             Head studs……………..….254-4703

                                             Intake manifold……………454-2103

                                             Oil pan studs………………454-1904

                                             Balancer bolt………………150-2501

                                             Alternator bracket bolt……450-3301

                                             Valve cover studs…………400-7614

                                             Distributor stud…………….450-1701

                                             Cam bolt……………..……155-1001

TOTALLY STAINLESS FASTENERS

                                              Intake manifold……………6-0838

                                              Fuel pump (mech)…………6-0596

                                              Distributor bolt…………….6-0512

                                              Balancer bolt kit……………6-0725

                                              Valve cover bolt kit………..6-0542

                                              Oil pan bolt kit…………….6-0572

  Note: Both ARP and Totally Stainless offer great fastener kits for this application.

 TRICK FLOW CYLINDER HEADS……………………TFS-5170T012-C01

MELLING OIL PUMP…………………………………..10833

MELLING TIMING SET……………………………..…40402

MEZIERE WATER PUMP………………………………WP311B

MEZIERE WATER NECK…………………………..….WN0023B

SILVER SEAL TIMING COVER……………………….TW6600

PRW 6.5” RACE DAMPER……………………………..2430203

PRW FLEXPLATE………………………………………1830213   (157 TOOTH)

PROFESSIONAL PRODUCTS HURRICANE INTAKE….54032

PROFESSIONAL PRODUCTS POWERJECTION III EFI .70027

PERFORMANCE DISTRIBUTORS DIST………………35720 DURASPARK

PERF DIST MODULE/COIL KIT……………………….31721 FOR DURASPARK

PERF DIST BILLET LOOMS…………………………….9100

HARLAND SHARP ROLLER ROCKERS (OFFSET)…..S4202

LUNATI PUSHRODS 5/16X.083X7.700……………..….82135 PRO SERIES

EDELBROCK BILLET BREATHER……………………4213

SUMMIT PCV……………………………………………SUM-440308

BOSCH SPARK PLUGS…………………………………7957 Super Plus

ROYAL PURPLE MAX TUFF ASSEMBLY LUBE……….01335

ARP MOLY THREAD LUBRICANT………………………100-9905

ARP 4.125” PISTON RING COMPRESSOR……………….900-1250

VALCO ALUMINUM RTV…………………………………71195

JOE GIBBS BREAK-IN ENGINE OIL (W/ZDDP)…………BR

 

OUR FASTENER TORQUE

 SPECIFICATIONS

 

MAIN CAP TORQUE SPECIFICATIONS

Dart specifies the following torque values for their main cap bolts…

(Note: all torque values listed are based on the use of oil on threads and bolt head undersides)

INBOARD ½”-DIA BOLTS………………………………….105 ft-lbs (w/oil)

OUTBOARD 7/16” SPLAYED BOLTS AT CAPS 2-3-4…… 65 ft-lbs (w/oil)

OUTBOARD 3/8” BOLTS AT CAPS 1 & 5…………………. 35 ft-lbs (w/oil)

(Note: with all cap bolts in place, tighten the ½”-dia bolts first, followed by the 7/16” outboard splayed bolts, followed by the 3/8” outboard bolts)

CONNECTING ROD BOLT TORQUE

ARP 7/16” 8740 ROD BOLTS………………………………..63 ft-lbs (w/moly)

(or tighten by monitoring bolt stretch…. 0.004 – 0.005” ….0.005” max)

CAMSHAFT SPROCKET BOLT ARP 155-1001…………….45 ft-lbs

CAMSHAFT RETAINER PLATE BOLTS……………………9-12 ft-lbs

OIL PUMP TO BLOCK 3/8” BOLTS………………………….25 ft-lbs

OIL PUMP PICKUP  5/16”X 18 BOLTS………………………18 ft-lbs

OIL PAN NUTS………………………………………..………12-15 ft-lbs

DAMPER BOLT ARP 150-2501………………………………80 ft-lbs (OE spec)

CYLINDER HEAD STUDS ARP 254-4703

Studs to block……………………………………….finger-tight plus @ 8-10 ft-lb preload

Nuts to studs (in 3 steps)..………………………………………45, 75, 105 ft-lbs

ROCKER ARM STUDS (7/16”) TO HEADS…………………75 ft-lbs

(intake locations require thread sealer)

FLEXPLATE……………………..……………………………..85 ft-lbs (OE spec)

TIMING COVER TO BLOCK….………………………….…..18 – 20 ft-lbs

WATER PUMP TO TIMING COVER.…………………….…..18 – 20 ft-lbs

INTAKE MANIFOLD………………………….10 ft-lbs initial on all bolts, followed by 15 ft-lbs on all bolts. Finally, 25 ft-lbs on only the center eight bolts. These are the specs provided by Professional Products, for their Hurricane manifold.

VALVE COVERS………………………….……………………100 in-lbs

THROTTLE BODY (OR CARB) TO MANIFOLD…………….80 in-lbs

SPARK PLUGS (w/moly)……………………………………….15-18 ft-lbs

PARTICIPATING MANUFACTURER DIRECTORY

Thanks to all of the following for their participation in this project.

ARP

1863 Eastman Ave.

Ventura, CA 93003

805-339-2200

www.arp-bolts.com

BIRCHWOOD AUTOMOTIVE GROUP

10205 Wooster Pike Rd.

Creston, OH 44217-2221

330-435-6347

www.birchwoodautomotive.com

CAM MOTION

2092 Dallas Dr.

Baton Rouge, LA 70806

225-926-6110

www.cammotion.com

DART MACHINERY

353 Oliver Dr.

Troy, MI 48084

248-362-1188

www.dartheads.com

FALL AUTOMOTIVE MACHINE

3519 Jackman Rd.

Toledo, OH 43612

419-473-1557

FRAGOLA PERFORMANCE SYSTEMS

888 West Queen St.

Southington, CT 06489

866-337-2739

www.fragolaperformancesystems.com

GEARHEAD TOOLS (TM MACHINE PRODUCTS)

24773 Avenue Rockefeller

Valencia, CA 91355

800-733-4463

www.GearHeadTools.com

GOODSON TOOLS & SUPPLIES

156 Galewski Dr.

Winona, MN 55987

800-533-8010

www.goodson.com

GREBER POWDERCOATING

313 Clark St.

Elyria, OH 44035-6105

440-322-3685

e-mail: gmt313@yahoo.com

GRESSMAN POWERSPORTS

904 Lime St.

Fremont, OH 43420

419-355-8980

www.gressmanpowersports.com

HARLAND SHARP

19769 Progress Dr.

Strongsville, OH 44149

440-238-3260

www.harlandsharp.com

INNOVATORS WEST

1800 E. 4th Ave.

Hutchinson, KS 67501

800-816-2393

www.innovators.bz

JE PISTONS

15312 Connector Lane

Huntington Beach, CA 92649

714-898-9763

www.jepistons.com

LISTA INTERNATIONAL CORP.

106 Lowland St.

Holliston, MA 01746

800-722-3020

www.listaintl.com

LOCK-IN-TOOL

2511 Providence Rd. South

Waxhaw, NC 28173

www.lockintool.com

LUNATI

11126 Willow Ridge Dr.

Olive Branch, MS 38654-4013

662-892-1500

www.lunaticamshafts.com

MAC TOOLS

505 N. Cleveland Ave.

Suite 200

Westerville, OH 43082

800-622-8665

www.mactools.com

MAHLE CLEVITE

1350 Eisenhower Place

Ann Arbor, MI 48108-3282

800-338-8786

www.mahleclevite.com

MEDINA MOUNTAIN MOTORS

199 Factory St.

Creston, OH 44217

866-218-7467

www.medinamountainmotors.com

MELLING SELECT PERFORMANCE

PO Box 1188

Jackson, MI 49204

517-787-8172

www.melling.com

MEZIERE ENTERPRISES

220 South Hale Ave.

Escondido, CA 92029-1719

800-208-1755

www.meziere.com

MOROSO PERFORMANCE PRODUCTS

80 Carter Dr.

Guilford, CT 06437

203-453-6571

www.moroso.com

MSD IGNITION

1490 Henry Brennan Dr.

El Paso, TX 79936-6805

915-857-5200

www.msdignition.com

PERFORMANCE DISTRIBUTORS

2699 Barries Dr.

Memphis, TN 38132

901-396-5782

www.performancedistributors.com

PROFESSIONAL PRODUCTS

12705 S. Van Ness Ave.

Hawthorne, CA 90250

323-779-2020

www.professional-products.com

PRW INDUSTRIES

193 West Orangethorpe Ave.

Placentia, CA 92870

714-792-1000

www.prw-usa.com

RACE PUMPS

222 Hillcrest Dr.

High Point, NC 27262

336-476-9720

www.racepumps.com

ROYAL PURPLE, LTD

1 Royal Purple Lane

Porter, TX 77365

888-382-6300

www.royalpurple.com

SCAT ENTERPRISES

1400 Kingsdale Ave.

Redondo Beach, CA 90278-3983

310-370-5501

www.scatcrankshafts.com

SILVER SEAL PRODUCTS CO.

PO Box 1050

Trenton, MI 48183-1050

734-479-2255

www.silver-seal.com

SUMMIT RACING

PO Box 909

Akron, OH 44398-6177

800-230-3030

www.summitracing.com

TOTALLY STAINLESS

PO Box 3249

Gettysburg, PA 17325

800-767-4781

www.totallystainless.com

TRICK FLOW SPECIALTIES

1248 Southeast Ave.

Tallmadge, OH 44278

330-630-1555

www.trickflow.com

VALCO CINCINNATI

411 Circle Freeway Dr.

Cincinnati, OH 45246

800-788-3865

www.valco-cp.com

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  • http://WWW.AERE.ORG/ Mike Caruso

    Mike,
    Great job on suppling all the information needed to build an engine just like this one!
    MC

  • http://WWW.AERE.ORG/ Mike Caruso

    Mike,
    Great job on suppling all the information needed to build an engine just like this one!
    MC

  • http://www.precisionenginetech.com mike.mavrigian

    Thanks for your comment. Part 5 will be posted very shortly.