351ci Windsor Small-Block Ford - Pump up the Volume 2

Once the work has been performed, the cylinder heads were cleaned in an Alkali tank, which removes the aluminum shavings from the heads. After removing the heads from the tank, Ben used compressed air to speed the drying process.

To fit the valves in the aluminum cy-linder heads, Ben first used synthetic as-sembly oil on the valves.

Tony utilized a pneumatic valve spring compressor to install the valve springs and valve spring retainer stems in the heads.

Pistons with wrist pins awaited assembly to the connecting rods.

Ben attached the connecting rods to the piston wrist pins.

As used in racing applications, Ben installed double Spirolocks in each side of each piston to hold the wrist pins in place.

Next, Ben installed the two piston rings. The bot-tom ring is designed to yield 24/1000 of an inch of clearance to the cylinder wall, while the top piston ring yields 21/1000 of an inch. Notice Ben used a piston ring tool to install the piston rings. Doing it by hand will distort the piston rings and rob the engine of up to 10 horsepower.

Ben measured the big-end opening of the connecting rod before insertion of the connecting rod bearing as shown.

He also checked that the opening was to spec after installing the connecting rod bearing.

Before installing the crankshaft bearings, the bearings had to be chamfered to clear the racing stroker crankshaft. That explains why Ben has a chamfering tool in his hand while he installed the crankshaft bearings. Synthetic assembly oil then went on the crankshaft bearings, as it did with the camshaft, which Ben already installed (not shown).

Ben installed the crankshaft. Before tightening each crankshaft cap bolt, he squirted some assembly oil along the shaft.

With all the crankshaft cap bolts in place, Ben torqued the bolts to 427ci-stroker specifications.

To prevent any oil leaks, Ben used Loctite sealer to install the one-piece rear main seal. Woodruff Keys were used to align the balancer onto the crankshaft end, which Ben already installed.

The gear of the timing chain was also located with Woodruff Keys.

The timing chain cover was installed next.

Prior to installing the pistons and connecting rods to the stroker crankshaft, Ben liberally applied each connecting rod bearing with a coating of synthetic assembly oil.

Before fitment of the pistons within the cylinders, Ben coated the cylinder walls with engine oil. Using his trusty piston holder, he gently coaxed each forged stroker piston into its new home in the SVO Sportsmen II block.

After each piston was put in place, the 7/16-inch ARP connecting rod cap bolts were tightened and torqued to stroker specifications to the 427 stroker crankshaft. A 4.030-inch bore and 4.17-inch stroke equates to 426.75 ci. For good reason, Smeding rounds the number off to the magical 427 ci.

Ben installed the roller lifters after bathing them in oil.

The roller lifter spider puts gentle tension on the roller guides. Ben put the spider in place next.

With the Fel-Pro head gaskets already in place, Ben began to fit the Edelbrock Victor Jr. aluminum cylinder heads.

Using a head-bolt tightening wrench, he attached the heads.

Wielding his torque wrench, Mr. Smeding torqued the head bolts to 427ci stroker specifications.

Ben put the pushrods in place and liberally applied synthetic assembly oil to them.

He fitted the full roller rocker arms with their extruded aluminum bodies and extra-large trunions next.

Putting the final touches to his masterpiece, Ben tightened and torqued the rocker arms. At this point, an Edelbrock Victor Jr. aluminum intake manifold is normally installed atop the block. However, this 427ci stroker engine will have fuel injection. Watch for the next article on the Smeding 427ci stroker in CCT. We'll be adding induction and testing the powerplant on an engine dynamometer.