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 [...]
LS LONG STROKE CRANKS
Much like the traditional Small Block Chevy, GM’s LS platform has amassed an impressive following of performance enthusiasts who are drawn to its outstanding power potential and durability. With the support of aftermarket parts manufacturers, enthusiasts have been able to constantly raise the bar on what was thought to be the power [...]
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 [...]
I opted to install the crank gear at the zero timing mark, but this gear allows adjustment +/- 4 degrees.
Our timing chain setup installed.
With No. 1 rod pin at TDC, the timing dot on the cam gear is at 6 o’clock, and the ) mark on the crank gear is at 12 o’clock. Notice the [...]
Goodson reluctor ring installer jig is an absolute must for installing LS crank timing wheels.
The Goodson tool indexes the ring via the 8mm hole in the ring face.
The 8mm dowel is pictured here. It’s attached to a tang on the outside of the tool.
An internal dowel in the tool engages into the crank’s rear flange [...]
PROJECT LS2, PART 3
Assembly of the short block
and cylinder head installation
by Mike Mavrigian
All photos by author
INSTALLING THE RELUCTOR WHEEL
The reluctor wheel features a series of teeth that provide crankshaft position signals via a sensor to the ECM. The wheel press fits to the rear of the crank, immediately forward of the No. 5 main bearing. [...]
A close-up of our bobweight card.
Gressman centered each bobweight using an aluminum spacer. This ensures that each bobweight will be located in the exact center of each rod pin.
Gressman spun our crank on his pro-ball balancer.
Our Lunati crank is a high-quality, forged, non-twist steel unit featuring a 4.000″ stroke.
As you would expect, the crank stroke [...]
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