Block - 1970 USA (std bore) 2 bolt main caps
Remove casting flash
Open oil passages (see below)
Radius main bearing saddles, webs and caps
Hot tank
Crack test
Install ARP Main studs
Align hone main bearing channel
Square deck to 9.190"
Bore and torque-plate hone 0.030"
Install oil restricter kits
Fit bush to suit electronic distributor
Cam bearings = Clevite (std)
Oil Pump = Mellings (std Vol) + pickup, welded pickup in place
Oil feed - LHS gallery to mains = 3/8"
Oil feed - filter to LHS gallery = 9/16"
Oil feed - from pump to filter = 9/16"
Oil feed - RHS gallery to N0. 1 main = 9/16"
Oil feed - RHS gallery to N0. 2-5 main = 3/8"
Oil return - from heads = 10.000mm
Oil return - from lifter valley = 10.000mm
Oil restrictors - LH gallery = 3/32"
Oil restrictors - Cam bearings (5) = 1/16"

Crankshaft - 351 4MAB
Cracktest
Remove casting flash and radius all edges
Crossdrill
Stroke to 3.70"
Open webs to suit Chev rods
Champher oil holes
Main Bearings - Clevite 77 "P" series
Balance rotating assembly

Con rods - Eagle "ESP" H beam 4340 SBC 5.7"
Conrod Bearings - Clevite 77 "P" series (Chev)
Champher conrod bearings

Pistons - ACL Duralite - Cleveland 377
Clearanced for stroker
Machined to be full floating
ACL filefit Moly rings
Polish domes
Compression height = 1.640"
Top ring width = 1.50mm
Top ring end gap = 0.016"
Second ring width = 1.50mm
Second ring end gap = 0.018"
Oil ring width = 4.00mm
Piston to Inlet valve = 0.058"
Piston to Exhaust valve = 0.180"
Weight of piston&pin = 540gm

Heads - Ford 4V 1970 - 1971 Closed chamber
Pocket ported
Valve guide bosses minimised
Inlet ground to remove pushrod bump
Exhaust ground to remove pushrod bump
Modified to suit bigger springs
Modified to suit 3/8 pedestal mount roller rockers
Exhaust ports polished
Machined guides for teflon seals
Intake tongues fitted
Exhaust tongues fitted
Inlet and Exhaust valves unshrouded
Polished combustion chambers
Head studs
Seats and guides reconditioned
Detailed seat area (removed any lip)
CC'd to 60cc

Valvetrain - Crow Cams / Yella Terra
Camshaft - Crow 21731 (Solid grind)
Inlet-duration = [email protected], Lift = 0.615"
Exhaust-duration = [email protected], Lift = 0.632"
Lifters = Crow AT2000 (solid)
Push rods = Chromoly 5/16", 0.080" wall, 1 piece, Crow PR5845
Rocker arms = Roller, 1.73:1 ratio, 3/8 stud, Yella-Terra YT5039
Inlet valves = 2.19 stainless steel, swirl polished, single groove
Exhaust valves = 1.71 stainless steel, swirl polished, single groove
Valve springs = Double, Crow 7331
Retainers = Molybendium, offset 0.1", Crow 12700
Locks = Machined, Crow 11705
Valve stem seals = Teflon Crane
Timing gear = JP Gear Set (+ Line bore kit)
Valvespring installed height = 1.9260"
Valve Lash (hot) = 0.0210"

Inlet Manifold - Funnelweb (Rousch type)
Match ported to suit tongues
Spacer - 2" open
Carburettor - Holley 850 DP
Primary = 4.5" PV, 78 Jet
Secondary = 4.5"PV, 80 Jet
Exhaust - 4V 4 into 1 extractors
2" primarys 38"long
3.5"collectors
Twin 2.5"system with Walker Ultra-Flow mufflers
Sump - Russel. Box style with windage tray & crank scraper
Ignition - MSD 6AL and Blaster 2 coil

Didn't they stop crossdrilling '69 Boss 302 cranks because of breakage problems?

"Intake tongues fitted
Exhaust tongues fitted "

Are you going to dyno your motor with and without these? I'd love to see the difference.

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SteveLaRiviere/Webmaster -- MCA # 47773

That makes three members from Australia, now!

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SteveLaRiviere/Webmaster -- MCA # 47773

Alex, In your opinion, regarding piston speed, what would the maximum RPM be? As mentioned in my post the theoretical "safe" maximum piston speed occurs at 6600RPM, lower than where I was hoping for. How important is this figure (4000fps) given todays parts, and more specifically the parts I'm using?? Ultimately my maximum RPM will be governed by the point at which max HP occurs (I'm hoping for ~7000RPM) but this won't ne much good to me if the thing does'nt hold together .

Steve, The fitting of the intake tongues makes them an intergral part of the port as some grinding of the port entrance was performed. Mainly at the top. So a comparison cannot be made. The exhaust is a different story though. I'll see how I go with the dyno test. If I reach my goal I'll go with the saying "leave well enough alone", otherwise I'm up for some experimentation .

Those summer are warm there!!

I didn't know you were Santa Claus!!

Now that the secret is out, I'll e-mail you my list!!

SteveW

p.s. Message edited to protect Santa's privacy!!!

BTW, Welcome to M&M Clevo
Now where did Peter get to?

quote:

---

Originally posted by steve'66:

I didn't know you were Santa Claus!!

Now that the secret is out, I'll e-mail you my list!!

SteveW

p.s. Message edited to protect Santa's privacy!!!

[This message has been edited by steve'66 (edited 11-27-2000).]

---

Phew!! I was going to say "You are so screwed, SteveW!" But I see you edited your expose' on Mr. Claus.

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SteveLaRiviere/Webmaster -- MCA # 47773

I almost blew his cover!! Wheew, that was a close one1

But at least I finally figured out who Santa is!! LOL It's been a life long pursuit! HaHa I know who you are!!!

The weak links could be the offset crank and the cylinder wall thickness, so if max power can be made below 7000 there is no need to push it much higher.

The funnelweb is made by Terry Parker here in Aus. Dan Jones gives it a mention in the archives.