Ford Stroker Build Vortech Supercharger - Superstar Stroker Part 3 - Tech

Our adventure to bring a big-inch Windsor to the dyno and produce impressive power numbers while using pump gas began in the November '06 issue ("Superstar Stroker," p. 186). Part 1 covered the short-block and machining process, while the succeeding installment focused on the cylinder heads, camshaft, and valvetrain. This month is the final installment as we finish the build and let our big buddy stretch out on an engine dyno. Rich Groh Racing has been with us every step of the way, and as proprietor and two-time NMRA class champion, Groh meticulously machined and built this engine.

In each installment, we reiterated our intentions to build a pump-gas beast that is street-worthy. Groh assured us the street is definitely in this engine as he selected the proper engine com-ponents, set the tolerances, and designed the camshaft to ensure that goal. We used a World Products Man-O-War 9.5-inch engine block as the foundation, and then filled it with a 4340 steel crankshaft, 4340 steel rods, and custom pistons. Topping the engine are CNC-ported TFS Street Heat heads that we sourced directly from the Summit Catalog. Groh prescribed a custom hydraulic roller camshaft that was ground by Comp Cams. He paid particular attention to keeping the idle smooth. The rest of the valvetrain is also from Comp Cams. Final displacement is a robust 445 ci, and we intend to add boost to the mix in order to make things interesting. We want to point out that aside from the custom camshaft and pistons, all these parts were "taken off the shelf."

Until now, we had only speculated on the power this project should produce, and we knew going in that it would be torquey thanks to the 4.100-inch stroke crankshaft. Groh offered some proven numbers from another combination he built in order for us to bench-race the output of the Superstar Stroker. He recently had a customer make 750 hp to the tires with out-of-the-box cylinder heads, a mild camshaft, a Vortech YSi-Trim, and pump gas. Our engine was bigger, has better cylinder heads, and a more aggressive camshaft. We, too, are using a Vortech YSi-Trim supercharger, so we felt more confident this engine was going to throw down something fierce on the dyno.

We're getting ahead of ourselves talking about horsepower and torque output-the engine needed to be complete before it yielded any horsepower results. First we had to get the top and bottom of the engine buttoned up. It was sort of like adding the bread to a massive Italian hero sandwich (or grinder or sub or whatever it's called in your neighborhood). We had the inside ingredients and now we had to add the oil pan, the intake manifold, and the associated components, as well as bolt on the supercharger.

As with every engine buildup, you anticipate parts not fitting properly, and the final checklist always has some odd-ball fitting or spacer that needs to be bought or fabricated. Surprisingly, the final leg of this race wasn't as stressful as other projects. Parts fit well and only needed a slight massaging in some areas, nothing out of the ordinary.