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 [...]
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 [...]
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 [...]
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 [...]
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 [...]
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 [...]
The COMP Cams billet aluminum belt tensioner is adjustable for belt tension and offers rock-solid serpentine belt guidance.
Whenever I build an engine, regardless of my confidence in terms of fitting and assembly detail, I’m always a bit apprehensive when it comes time to light the fire. But when things go picture-perfect and you hit high numbers without a single glitch, it’s a feeling that’s better than sex (I’m sure you know what I mean). This LS program proved to be a total success.
Our injectors are from Bosch (P/N 0280 156 127). These are the taller LS1 style at about 2.917″ tall. An intake manifold that is designed for LS2 injectors features a larger diameter injector port as compared to an LS1 manifold, so if you plan to run LS1 style injectors in an LS2 manifold, you’ll need [...]
Here’s our LS with our carburetor setup and coilpacks. This setup will utilize the MSD timing controller for ignition control/adjustment. No ECU is required for this approach, which makes it ideal for application in any street rod, muscle car, race car, etc. that is not wired for computer control. For our coilpack versions (for either [...]
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