Engine parts list

The parts for the engine were purchased from various resellers like Tuumacid Oy, US-Parts Finn-Am Oy and Summit Racing where ever the products were available at the time of purchasing. The carburetor, distributor and headers were bought or swapped from a friend. In the below table the links refer mostly to Summit Racing as their website has their product information available at the time of this post.

Rotating Assemby	1-94055BE KIT	SCAT 332 Stroker Kit
Main bolts	ARP-154-5001	ARP
Crank shaft gaskets	FEL BS40620	FEL-PRO
Cam shaft	COM 31-242-3	Comp Cams XE268
Cam bearings	SH510S	Clevite
Lifters	COMP 832-16	Comp Cams
Rockers	COMP 17043-16	Comp Cams
Push rods	TFS-21407050	Trick Flow
Timing set	COM CCA-2120	Comp Cams
Gasket set	FEL CS8548-4	Gaskets
Cylinder heads	EDL-5023	Edelbrock e-Street
Head bolts	ARP	ARP
Head bolt bushings	EDL-9680	Edelbrock
Head gaskets	FEL-PRO	FEL-PRO
Oil pump	MELLING M-68	Melling
Oil pump shaft	ARP 154-7904	ARP
Oil pump bolts	ARP 150-6902	ARP
Water pump	GMB 125-1420L	GMB
Fuel pump	Carter M6588	Carter
Oil pan	Scott Drake	Scott Drake
Intake Manifold	WEI-8124	Weiand
Intake gasket	FEL-1250	FEL-PRO
Intake bolt kit	ARP-154-2001	ARP
Carburetor	HOLLEY 0-80670	Holley 4150
Air Cleaner	9600-4G	Scott Drake
Valve covers	MOR 68210	Moroso
Headers	JBA 6651SJS	JBA Headers
H Pipe	JBA 6651SH	JBA Headers
Header gaskets	FEL-1415	FEL-PRO
Header bolt set	ARP-100-1209	ARP
Distributor	MSD-8503	MSD e-Curve
Ignition coil	MSD 8200	MSD Blaster 2
Distributor cap	MSD 8437	MSD
Plug wires	MSD-5553	MSD
Flywheel bolt set	ARP-100-2801	ARP
Clutch	ZOOM HP30-1A	Zoom
Pressure plate bolts	ARP 150-2201	ARP

Engine dyno

On an April Sunday morning the engine was placed in the dynometer bench and after replacing the dead MSD e-curve distributor with a more reliable one it was fired up. The motor was broken-in using altering RPM for about 20 minutes after which the oil was drained and the oil filter removed for inspection. Nothing special was found. Once the engine had cooled during the lunch break the head bolts were re-tightened, fresh oil filled with a new filter and the actual tuning of the engine would be started.

I must admit that my role during this event was more of an assistant. The owner of dyno and my friend that I had with me took care of all the analyses and decisions what to do next. The engine ran nice with the initial set-up but they were not happy with the air/fuel ratio (AFR) on the 5-8 cylinder bank. After changing jets and checking the fuel pressure and some other thing it was decided that we would try it with an other carburetor. The Holley 570 Street Avenger was replaced with a Holley 750 which gave a similar result. Also a couple of carburetor raisers were tested but the symptoms remained until a Holley 670 (#0-81670) with 1" raiser gave a result good enough. Now the engine was ready for the serious pulls. During them a couple of different ignition curves were tested until no improvement was found. Maximum advance was set to 32 degrees at 4400 rpm.

My initial target when beginning the motor project was 'to have as much power as the Shelby Mustangs had in 1965'  that being 306 HP.  My friend who has dynoed several engines estimated that this one might reach peak power of 350 HP which was hard for me to believe. I'd be happy with anything exceeding 300 but - to be honest- disappointed if it would remain under 300. We both were surprised when the result was:

Peak power 380 HP @ 5400 rpm

Max torque 545 Nm @ 4600 rpm

We did not rev the engine above 5500 rpm as it was easy to see that the curves were coming down. This would be the best that the heads would be able to do as well. I was happy with the result but more than that I was happy that everything went fine, the engine is now ready to be placed in the vehicle and even more happy that I have friends that have helped me with the project.

The torque curve exceeded expectations

380@5400 and 545@4600