DSS Racing Super Boss Bullet For Project Stolen Goods - 1993 Ford SVT Cobra

Here we compare a 347ci/3.4-inch stroke piston on the left to a 347ci/3.250-inch stroke from a big-bore combination on right. The short-stroke, big-bore piston has a thicker ring land (arrow), giving more space between rings for additional strength and power.

D.S.S. specified a low-drag piston ring package for our engine. Heavy-duty tri-metal bearings will make sure the 347's rotating assembly spins freely for a long time.

This tool makes end-gapping piston rings easy and more accurate. The dial indicator measures how much you are removing.

A ring expander tool prevents overextending the ring.

A full-round ring compressor makes installation easy. The 1.5/1.5/4mm low-drag ring pack allows you to slide it together with two thumbs.

The new Boss 302 block uses a specific oil pump pickup. The pump on the left is D.S.S.' adjustable bypass high-pressure pump sold in a kit ($159.95) with gaskets, bolts and hardened ARP oil shaft. The pump on the right is the standard Ford oil pump. By adjusting the bypass, you are able to control oil pressure. We turned it all the way in and backed off 11/42 turn, as D.S.S. finds this provides about 60-70 psi at max rpm.

The dipstick tube needs to be bent slightly to clear the main cap. Here you can also see that D.S.S. installed its main support system ($359.95 ) and windage tray ($109.95).

The Boss-X 331 short-block from D.S.S. Racing retails for $5,270. The big-bore option bumps up the cost an extra $750.

To hold our engine's lifeblood, we chose to use this D.S.S. 7-quart oil pan, which features a built-in oil return fitting bung, something that's especially handy for turbos or blowers requiring oil return to the pan. This keeps you from welding-or worse yet, tapping-the sheetmetal oil pan for a fitting. This high-quality piece fits most aftermarket long- and short-tube headers, offers great ground clearance, and fits the Boss and Dart blocks' big main caps. No modifications are required.