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When we ordered our chassis we had to decide what power option would end up between our rails and
with little hesitation it only seemed right that we put a Ford in our Ford. "Why?", you ask with so many
Chevy choices available? Well it wasn't because Ford parts were less expensive or that there were more
parts & accessories available than their bow tie counterparts, thats for sure! For us it was just a matter of
principle. After all we were not building a '32 Chevy. Although we do like our Fords, I must say I have a
great respect for all the V8's, both old and new. When it came to our motor, we wanted to assemble our
top end but would leave the rotating assembly to the pro's. Our research brought us to DSS Racing
Engines. These guys had an array of pony packages to choose from. We opted for one of their Max
Quench Pro Bullet short blocks. It was a perfect foundation for a street-drivable blower motor that could
run on pump gas and comfortably handle our anticipated 6-8 lbs of boost. Within a week of placing our
order we had our short block in the garage and couldn't wait to set it on the mounts.
with little hesitation it only seemed right that we put a Ford in our Ford. "Why?", you ask with so many
Chevy choices available? Well it wasn't because Ford parts were less expensive or that there were more
parts & accessories available than their bow tie counterparts, thats for sure! For us it was just a matter of
principle. After all we were not building a '32 Chevy. Although we do like our Fords, I must say I have a
great respect for all the V8's, both old and new. When it came to our motor, we wanted to assemble our
top end but would leave the rotating assembly to the pro's. Our research brought us to DSS Racing
Engines. These guys had an array of pony packages to choose from. We opted for one of their Max
Quench Pro Bullet short blocks. It was a perfect foundation for a street-drivable blower motor that could
run on pump gas and comfortably handle our anticipated 6-8 lbs of boost. Within a week of placing our
order we had our short block in the garage and couldn't wait to set it on the mounts.
The Block: A level 10 CNC block which is thermal cleaned, stress relieved, Magna Fluxed,
threads chased, mains checked and corrected, oil galleys tapped for thread-in plugs, and
decks squared and equalized. The block is precision bored .004" smaller than final bore size
and torque plate is honed to proper size with an RMS finish. Deep seat freeze plugs and
seamless tri-metal cam bearings are installed.
The Crank: Thermal cleaned, shot-peened, Magna Fluxed, precision ground, oil scooped and
chamfered production crankshaft balanced to racing tolerances.
Rods: DSS polished forged I-beams with ARP hardware with bushed small end for
full-floating wristpins.
Pistons: Forged DSS Pro Series Low compression Max Quench pistons, lightweight design
and aggressive CNC flycut for inline cylinder heads.
Rings: Speed-Pro moly rings.
Bearings: Tri-metal main and rod bearings.
Assembly: The Pro Bullet short block is hand assembled by a professional engine builder.
Clearances are checked with a precision dial bore gauge and micrometer.
Main Support System: The DSS Main Support System including custom ARP main studs is
key to high horsepower and longevity.
threads chased, mains checked and corrected, oil galleys tapped for thread-in plugs, and
decks squared and equalized. The block is precision bored .004" smaller than final bore size
and torque plate is honed to proper size with an RMS finish. Deep seat freeze plugs and
seamless tri-metal cam bearings are installed.
The Crank: Thermal cleaned, shot-peened, Magna Fluxed, precision ground, oil scooped and
chamfered production crankshaft balanced to racing tolerances.
Rods: DSS polished forged I-beams with ARP hardware with bushed small end for
full-floating wristpins.
Pistons: Forged DSS Pro Series Low compression Max Quench pistons, lightweight design
and aggressive CNC flycut for inline cylinder heads.
Rings: Speed-Pro moly rings.
Bearings: Tri-metal main and rod bearings.
Assembly: The Pro Bullet short block is hand assembled by a professional engine builder.
Clearances are checked with a precision dial bore gauge and micrometer.
Main Support System: The DSS Main Support System including custom ARP main studs is
key to high horsepower and longevity.
Once our block was set we could start fit checking our other engine
components. We really wanted a low profile roots-style supercharger and found
that our choices where somewhat limited with a Ford. So we opted to get the
blower we liked and just modify it to fit. As you can see in the pictures, we'll have
to shorten the long offset snout a bit to give us the clearance we need at the
radiator but the guys at Weiand were very helpful in making sure this could be
done with relative ease and a good machinist before we bought the system. Stay
tuned as we'll do more on the blower modifications later.
components. We really wanted a low profile roots-style supercharger and found
that our choices where somewhat limited with a Ford. So we opted to get the
blower we liked and just modify it to fit. As you can see in the pictures, we'll have
to shorten the long offset snout a bit to give us the clearance we need at the
radiator but the guys at Weiand were very helpful in making sure this could be
done with relative ease and a good machinist before we bought the system. Stay
tuned as we'll do more on the blower modifications later.
When it came time to look at aluminum heads we realized there were a bunch of
choices out there. After doing the homework it was Air Flow Research that
really shined at making power on the SB Ford's. We went with a set of their
Outlaw 185cc street heads. They feature 100% CNC porting on both the ports
and combustion chambers, 2.02 intake & 1.60 exhaust valves and a 3/4" deck
that should make them ideal for our supercharged application.
choices out there. After doing the homework it was Air Flow Research that
really shined at making power on the SB Ford's. We went with a set of their
Outlaw 185cc street heads. They feature 100% CNC porting on both the ports
and combustion chambers, 2.02 intake & 1.60 exhaust valves and a 3/4" deck
that should make them ideal for our supercharged application.
Well our motor needed an oil pan but fighting minimal space and clearance
issues has been common on this project and the motor has proven to be no
different. We really liked the idea of adding a few extra quarts to our pan but
knew a deep pan would most likely ride too low. If we were going to add any
extra capacity it would have to be in the form of a kick out style pan that would
clear our tight spots. After laying under the car with a ruler for a while I watched
my options for a cataloged pan dwindle fast. Here's where a phone call to
Moroso Performance saved the day. These guys have been building oil pans
for the performance market for years and their custom shop would be just the
place to get a low profile high volume design built. This would also insure that we
clear our tight exhaust areas, gain easy access to our drain plugs and still fit
around our main girdle and windage tray. The custom process takes several
weeks for your design to be quoted and then built but the outcome is well worth
the wait. So next time you find yourself needing some custom pan work look
them up, you won't be disappointed.
issues has been common on this project and the motor has proven to be no
different. We really liked the idea of adding a few extra quarts to our pan but
knew a deep pan would most likely ride too low. If we were going to add any
extra capacity it would have to be in the form of a kick out style pan that would
clear our tight spots. After laying under the car with a ruler for a while I watched
my options for a cataloged pan dwindle fast. Here's where a phone call to
Moroso Performance saved the day. These guys have been building oil pans
for the performance market for years and their custom shop would be just the
place to get a low profile high volume design built. This would also insure that we
clear our tight exhaust areas, gain easy access to our drain plugs and still fit
around our main girdle and windage tray. The custom process takes several
weeks for your design to be quoted and then built but the outcome is well worth
the wait. So next time you find yourself needing some custom pan work look
them up, you won't be disappointed.
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