16th September 2007 was a lovely sunny autumn day and I decided to take the Mustang for a nice long run over to a small show and my parents, whilst driving a tapping noise started and just as I was thinking about pulling over and returning home....BANG....
After being recovered by RAC, the engine was stripped down and the source of the problem was found to be very serious, some pictures of the remains of the blown piston in the oil pan, bent con-rod and scratched cylinder wall are below:
It was obvious the original engine was unrepairable within the use of a cylinder liner and even then the remains of the cylinder had obviously got into the oil and the risk was too great.
Three options were considered, one was to put the car back to stock with a 289, two was to swap the 351W "like for like" and three was to do something more radical.
I eventually opted for a combination of options 2 and 3, getting a 351W and then stroking it.
Various suppliers were spoken to and eventually a seasoned 351W block was purchased from Mike at Huddart Racing Engines, who I also got to supply the parts for and build the balanced short block.
In late December 2007 I collected the completed short block from Mike and set about completing the build myself to the following specification:
• Seasoned 351W Block
• Eagle crank and rods
• Speed Pro hypereutectic pistons +030
• Balanced rotating assembly
• Original 1969 351W heads with 1.6 CompCams Magnum Roller Rockers
• Milodon Windage Tray
• Edelbrock Performer Plus 270° Camshaft and Lifer kit #2182
• Edelbrock Performer Plus Sure Seat Valve Springs #5882
• Edelbrock Performer Link True Roller Timing Chain & Gears #7820
• Edelbrock Performar 351W Inlet Manifold #2181
• Edelbrock Performer 600cfm Carburetor #1406
• Hedman 351W "conversion" headers
• Petronix Flame Thrower ignition
Its not the most radical of specifications, but hopefully will provide a nicely matched engine with both performance and driveability. Realise the stock heads will limit the power, but they can always be swapped at a later date if and when I want to.
Some photos of the build itself are shown below:
Acid bathing and cleaning the original heads, cleaning all oil passages of debris
Camshaft and timing gear installation, had to modify the cam thrust plate as indicated in these instructions in order to correctly install and align the cam sprocket and get the cam dowel to engage the eccentric, shame I had to find the instructions myself from Cloyes and not from the Edelbrock instructions with the cam/timing gear!
New oil pump installed
The lifters installed and lubricated with moly grease - OK I accept that I got it all over my fingers and thus all over the engine!
Heads and pushrods installed, roller rocket alignment checked using a felt pen before adjusting valve lash.
Windage tray and sump installation.
Inlet manifold installation, using RTV silicon sealer instead of cork gaskets between the manifold and the block.
Water pump, fuel pump, oil filter and oil pressure sensor all fitted.
Completely assembled engine, with flexplate and headers installed being ready to be craned into the car.
Engine installed in the engine bay, headers were exceedingly close to the shock tower on the passenger side, even after a little light modification!
After priming the engine, it's first run was a success running at 2500+ revs for 30 minutes as advised, a video of it running can be seen by clicking the picture below:
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