Racing 4 Education

Here are a couple of shots of the motor before it was put into the car.

 The headers shown here are a set of BBK shorty 302 headers, they will not fit into the car though. I have used them in the past for 351 installs in fox bodies, but with the new engine location they are no longer feasible.

 Here is a shot of the current location of the bottom of the motor. The rack has been lowered about 12 mm and the motor has been moved back and down till the rack fits up into the highest part of the oil pan. There is about .040" clearance between the rack and the oil pan.

The view from the other side gives a better idea of how the manual rack was moved, notice the amount of material exposed on the bottom of the rack mounting bolt, and no I do not care about the slight bump steer this modification will create. The washers used as spacers for the motor mounts will be replaced with Al spacers once assembly is complete.
 

 Well, this is about what it looks like right now, with the exception that the brackets holding the blowers are completed (they are not finished in the picture). I am currently working on the upper intake manifold which I plan on completing in the next few weeks.
 

Finally starting to come together!!
I think it will be able to fit it completely under the hood, another sleeper, just like I like em.

I used an old 351W distributor and a little time on the lathe to make my oil pump drive,
 I no longer need a distributor thanks to the DIS on the EFI system.

A little more complete here, you can see the finished blower brackets and the start of my belt tensioner. The tensioner will be finished next followed by the fuel system (while I can still reach it). There will be a secondary belt to turn the alternator as well as the charge air coolant pump.

Here are a couple shots of the inlets I made for the blowers. They will be providing support for the throttle body at the end and the blower bypass on the top. They are mostly completed with the exception of a fitting for PCV source and some light radius blending needed where the bypass port meets the main inlet.

On the left is a shot of the throttle bodies that I will be using. On the right is the butterfly type bypasses that will also be incorporated. The throttle bodies are 65mm units from ford SOHCs and the bypasses are made by Magnuson Products in CA.

I ended up disassembling a blower to be able to be sure I got the inlet lined up well when drilled the holes in it. This is the view the air sees when passing thru the throttle body and into the blower.

Just another view from a different angle of the bare inlet bolted to the bare blower housing.

Well, here's what it looks like now with everything assembled. Now I need to get it bolted back to the engine, make sure there are no clearance problems and finish the upper intake manifold. I have already purchased all of the materials I needed to finish the upper intake, I was just waiting to get these inlets done because the blower discharge piping will be routed just above this inlet system. The next couple of working nights I'll be trying to accomplish something on the Procharged 351, but after that short block is assembled I'll finish this upper intake.

I have managed to get some of the plumbing on the motor completed, The engine cooling system is only missing the radiator and a cobble together fuel system is in place which should be enough to get the car running. Once I can drive it I will get it up on a lift, add the second fuel pump and necessary braided lines to be NHRA legal.

Starting to look a little more complete with the upper intake in place, it's starting to get warm out so I need to get this thing running!

Here are a left and right view with the upper installed and the two blower discharge tubes set into place for getting ready for the mockup and fabrication of the blower discharge manifolds. You can also get a good look at the location of the throttle bodies and bypass valves. I will have to get a little creative with the air filters and inlets to the throttle bodies, I am beginning to consider a cowl induction system instead of adding plumbing all the way to the front of the car to get the cool inlet air.

Now it's beginning to look a little more menacing, those 3" pipes look quite a bit bigger than I expected, but I like it, but I still need to cut them to the proper length. Next I need to wrap up those blower outlets, build a satisfactory belt tensioner (I wasn't happy with the first one), wire up the EFI and we'll be running hopefully this spring. Maybe we'll even get a chance to dig back into the motor later this summer (not holding my breath though), current plans are calling for a set of aluminum heads and possibly a few more cubic inches, like about 75 more for a total of 426, guess we'll have to wait and see!!!!!

Wow, long time since I've had an update here, luckily I've still been working on the car even though I've slacked on the page. Just as a note here
The SCTC is now RUNNING!!!!
Here are a couple shots leading up to it's first firing.

This is what the blower outlets ended up looking like, I will probably still cut a little off of the top of them because they will not fit under the hood yet or the hood will be modified.

On the left is a quick shot of the Electromotive TEC II control system, and on the right is the crank pickup which inputs to the TEC II. Other than the machining necessary to the harmonic balancer for my application which entailed removing 1/2" from the nose of it for pulley alignment, the TEC is similar to install and wire as a multi component audio system.
 

OK, so I'm probably a little overkill with the belt tensioner (that's 3/4" plate!), but we didn't want to have any problems with flex and maintain as much pulley wrap as possible. I intend to lighten it significantly next time I have it off the car.

The professionals at work. That's Shawn on the left installing some blower discharge tubes and Eric on the right making quick work of the trunk mount battery cables. I had the tough job of taking the blurry pictures (sorry).

Just a couple shots of the mostly completed induction system. About all that is left is to get some air filters installed. Current fuel injector size is 53 lb/hr at 45 psi, blowers are pullied to provide a calculated 14psi and a tank in the trunk supplies ice water to the intercooler.  We hope this motor will be good for a coservative estimated 500 HP, the track will tell the tale for sure though.

This is what it looked like about 4 days ago, since then the radiator, electric fans, and C-4 have been installed. My goal of getting to drive it this week unfortunately will not happen but we think a reasonable goal would be to have it to the track as early as this Saturday.  Eric and Shawn brought up a good point about the engine, "Even if we get it to the track and it doesn't go fast, at least the engine looks symmetrical". Pretty deep stuff here, eh, thanks guys ;).

Ahhhh, finally running and track ready, I gotta tell you there has been a ton of thrashin' on this car lately and I want to thank everyone who had a hand in helping me put this one together, especially my wife who is the one who has to put up with me and my toys everyday. Thanks sweetheart!!!  And for the rest of you out there, you know who you are, thanks again, now on to the results!
 

I am quite happy with the way that the car finished up, it looks great, the TC electric fans fit in just great and with the help of a 3 core radiator keeps things nice and cool.

We did have a little problem with belt slippage the first time we ran it but that problem has since been cured with the help of a dynamic belt tensioner and some additional idler pulleys. The pulleys shown in the photo here were producing about 11 psi boost pressure. They have since been replaced with slightly smaller ones which have raised boost to 13 psi.  The fuel system has been upgraded with a 255 L/hr in tank pump and 3/8" supply and return lines.