Big Bore Photo Gallery

Big Bore Photo Gallery

VT Competition Engine Development shortblock
with Modular Performance/Diamond Racing big bore pistons Radiusing valve reliefs is important for reducing hot-spots that can lead to pre-ignition

VT's Serdi valve job and home-brewed combustion chamber polishing/valve unshrouding

VT forms a ledge to support the sleeve, preventing the sleeve from dropping during use

Motion Dynamics' (Austin, Texas) Superflow 600 flow bench confirms that VT's Serdi valve job in combination with home brewed combustion chamber polishing/valve unshrouding provides respectable increases in flow numbers FR500 cams installed

ARP head studs installed

Hand-lapped FR500 valves installed

Compression ring is formed in spring steel layers to provide 'resilient' seals around the cylinders

Cometic multi-layer metallic head gaskets include a stainless steel center layer and spring steel outer layers

Timing chain components are installed.

Heads installed. Finally, some signs of progress!!!

The Ford Racing camshaft kit requires 10mm camshaft sprocket retaining bolts as opposed to the 12mm bolts used with the stock cams. Due the the smaller bolt size, washers sized for the 10mm bolts are required. The washers above were made by cutting slugs from 3/16" thick steel plate using a 2-1/16" hole saw and then forming a nominally .400" bolt hole in each slug. The stock camshaft sprocket retaining washers are used together with those sized for the 10mm bolts. At a minimum, the washers sized for the 10mm bolts would have a 1" OD. The objective is to apply the load from the bolt as close to the perimeter of the OE washer as possible. Use of a large OD washer in front of a stock washer accomplished this. Use of only one large OD washer with a bolt having a standard size head will result in bending of the washer as the loads are concentrated near the center of the washer and the washer is unsupported behind its center. Torque level for the 10mm bolts MUST be reduced from the lower end of the factory torque specification (e.g., to approximately 65 lb-ft).

Camshaft followers installed, and cam event-to-firing order sequence verified.

Oil pick-up tube installed and Canton windage tray mounted

Canton road race oil pan installed. Oil pickup tube reset to nominally 1/4" off the bottom of the pan.

The front and rear edges of the Canton windage tray have been machined to follow the contour of the oil pan/gasket, slotted oil drain holes have been added to the driver side of the tray and the oil drain holes on the passenger side have been slotted.

Out with the bad (well, not really bad as it was still running quite well)...

...And, in with the good!

Installed, pre-lubed and ready to start!

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