It would, if he didn't already have it assembled. .020 is what you deck those to get back to the pre-72 height.

 

Ok. Makes sense. However, the Windsor block I had wasn't square by any means, so the cut on it would have had to be at an angle to get all the deck heights the same. Hope yours isn't that way.

 

He found about .002 difference from side to side. He does a corner to corner check by using the same rod and piston in 1,4,5 & 8 to see if it is square.

 

Good approach. And that shows your block is much more square than my Windsor was. However, I don't remember what the shop said about my 400. I'll have to look at the documentation.

 

Well, finally heard back from my engine guy, the new heads are down to 92 ccs which should give us 9.328:1 static CR, high enough to make a big difference, but still low enough for regular gas. He is putting the heads on and then get a set of push rods so he can finish the long block. He is going to soak the 1996 intake for me, so now I need to order the 47 lb/hr Ford racing injectors (30 lb/hr are discontinued).

 

That is progress, and as Jim says "Progress is good!"

On the injectors, is there an issue with having too much injector? Like maybe the pulse width can't be short enough? Or the spray pattern is poor with short pulses?

 

If it is way too big, yes, you end up with a super short pulse at idle. Stock 460 injectors are 24 lb/hr, the 30 lb/hr are a good increase to allow for the displacement and compression change, 47 lb/hr isn't out of range. My EEC-V guru suggested some 60 lb/hr ones. The Ford racing injectors are some of the best on the market according to a number of sources.

 

I like the 47 vs 60 idea. Can't imagine needing the 60, and I would think the metering is more precise the closer you get to what you need.

And, I do like the compression ratio.

 

Heard from my engine guy, he has it pretty well done, wanted to know what color to paint it. Then he told me what I owe him, this is just parts and machine work, no labor, we traded that for Chevy work. Comes to right at $3800 so now I need to gather that much cash and go see him and pick it up.

After that comes the real fun, getting everything ready and doing the transplant. BTW, if you think doing one of those "small block" 351M/400 engines is fun, try an EFI 460. It is a bit wider and longer than the 335 engines and a lot heavier. If I can get some help I will pull the whole doghouse and do it that way, much easier to get at everything including the oil cooler lines.

I think I have located a complete CA intake system, air pipes, MAF and air cleaner lid. so I will have that to go on also.

 

You are certainly going to beat me getting done. But, I'm happy for you.

Yes, the big block is a beast, and I agree that pulling everything to get it in would be easier. And prevent banging things up. I'll do that on Dad's, even though John will return it with the fenders and core support on. Just too many things that can go wrong.

 

Went to the dark side today, back to fight with Chevy wiring again. While I was there I did get some pictures of Darth's new engine.

 

I thought those heat exchangers were supposed to be a disaster waiting to happen?

Darth's new heart looks good!

 

Is that valve cover warped or is it just because of the one bolt being tightened down? look at the sealing surface from the above engine picture.

 

Thank you, he has done a very nice job and will give ma a complete build sheet when I pick it up (have to get $3800 in cash to cover parts and machine work. All the fasteners he used are ARP, even the intake bolts!

He put that one on because he wanted to close the oil passage area. I have the earlier setup on Darth which will be connected and primed before running it (I have a nice priming setup Gary Lewis made for me).

 

Matthew, it is just sitting on there and the "tightened" bolt is finger tight. It might be warped, it came from a 1996 motorhome that had an engine fire, you can see a bubbled area right under the oil filler tube.