so it's been a while since i've posted in the forums, since i've been very busy with school and work, but a lot has happened to my stang since i was last posting here.

- my new rear end is in, with FRPP 3.73's, an FRPP 31-spline trak-lok, and Moser 31-spline axles
- bbk full length subframe connectors & UMI upper & lower torque box reinforcement plates

why all that? well, i've been scraping together money and parts for a new, more powerful engine, and thanks to Woody over at Ford Strokers, in about two months i'll have the following sitting in my garage ready for assembly:

347 DIY Liberator Dart Shortblock -
Dart SHP Machined Block
Scat 4340 Forged Steel 3.400 Crankshaft
Scat 4340 Forged Steel H Beam Connecting Rods 5.400
Probe SRS 2618 Forged Pistons (Flat, TFS) 4.030
Perfect Circle Moly File Fit Rings N/A
Clevite 77 H Main Bearings
Clevite 77 H Rod Bearings
Dart Coated Cam Bearings
Screw in Oil Galley Plugs
Fel Pro Rear Main Seal
ARP Main Studs
Freeze Plugs
Block Painted RED
Machine work:
-Cylinders bored on Kwik-Way Boring Bar and Table
-Finish honed on Sunnen SV-616 Hone with BHJ Aluminum Torque Plates, Fel Pro Head Gaskets and ARP Hardware (.0001-0002 Taper MAX)
-Plateau Brushed (Provides Instant Ring Seal)
-Main Bearing Bores Align Honed on a Sunnen CH-100 Hone
-Deck surfaced on a Winona Van Norman CBN surfacer(Ra Finish compatible with MLS Gaskets)
-Screw In Oil Galley Plugs
-Lifter Valley Oil Drain Backs Chamferred
-Oil Filter Inlet Chamferred
-Threaded Holes Chased
-Lifter Bores Honed
-Crankshaft Balancing done on Hines Dominator XP Digital Balancer, balanced to 28oz


My top end kit comprises Trick Flow Twisted Wedge 170 61cc heads, a Trick Flow Track Max roller cam, and Trick Flow Track Heat upper & lower intake. Trick Flow pushrods, ARP bolts, and Trick Flow 1.6 roller rockers go along with those. I'm still putting together my list for the rest (fuel delivery, etc).

The wait is going to seem like an eternity, but it's totally worth it. I'm way too excited to get this build going.


What do you guys think? Comments? Questions? Suggestions?

 

my only question is why not save up a bit more and get a dart iron eagle or sportsman isnt the shp block only good to about 700?

 

You raise a good point and I took about two weeks to think about that during my decision making process. Here were the deciding factors:

1) this car is my D/D so i'm not ever really looking to push past 600 or so (assuming i ever go with a blower setup)

2) Woody at FordStrokers says these blocks are good past 1000fwhp IIRC (I don't want to put words in his mouth, though... check his site for more info)

3) I was considering a World Products Man o War block, but I am on a limited budget (I have a lucrative summer internship but as of September I go back to grad student income, lol), and I'm hoping to squeeze in a tko-600 as well, so I'm balancing the extreme against economic quality (which I think the SHP block is certainly a good-quality block). Mostly I just want this to end up being a well-built, well-balanced street rod. Someday I may start taking it road racing on a semi regular basis, at which point it will be up for a revised engine, perhaps. For now, this meets my needs and desires exactly

 

why a 302 h/c/i for a 347?? heck no need for a dart block on that set up I'd of gone bigger on the heads at least the FAC 190 heads

 

you have to be SH!TTIN' me.... 302 parts make 302 power.

son if you go through with that combo you'll be sorry...

at Min you should have TW 190FAC heads....
at this rate i probably dont even want to know what you're doing exhaust wise....

 

I just finished putting my block in from woody. Am pretty happy with it. It took a little longer to build and had a hell of a time getting the oil pan to fit but other than that was happy.

 

Yea dude...heads are way to small,rethink that part puhhhlease.

 

the last guy to build a 347 with 302 heads made 286rwhp iirc. your motor wont make sh*t for power with those parts

 

lol, this is why it's usually a good idea to talk to other people about what you're doing...

when i first started on this project, i was looking at doing a 306 build. summit had a sale on TFS head combos in april and at the time the 170 looked like the perfect setup for me so i snapped it up.

three months later and i've gone from 306 to 331 to 347, and i didn't even stop to think about checking the flow numbers on the 170's again to see if they'd be enough. the way i see it with a 306 i'd need 265CFM of flow ((6000 / 2) * (306 / 12^3) / 2) at 6000rpm. the 170's were fine for that but hmmmmm let's see where i'm at now with a 347... 301 CFM - oops!

i hadn't even bothered to redo these calculations... thanks for the reminder!

with that in mind now i'm going to have to see about either having these 170's ported, or selling them and picking up some 205's maybe (suggestions? anybody selling any?).

i wonder if it'd be cheaper to try to exchange these for 205's or to just have them ported. also, the only flow numbers i can find for the track heat intake are 265CFM. which intakes break the 300CFM mark? if i can't do any better than 265CFM through the intake, there's no point to even going to better flowing heads i think. i intend to keep this a throttle body EFI setup, so i don't want to go with any of the carb'd intakes.

btw, as far as exhaust goes, i really don't think i need to go any bigger in that department... i've always felt like mine was too big for my 302 anyway. 1 5/8" unequal length headers into 3" prochamber and cat-backs, seems like enough to me...

 

`^^^^^TEA can turn those 170's into something respectable for your 347