Finishing the Bullet
The engine was on the stand, and we turned it over in order to tackle the oil pan setup we got from Canton Racing Products. The pan features a kick out on the right side to help hold more oil and aid in lubrication. If you have ever scoped out a Canton pan, the assembly is top notch and the pan keeps the oil under control. We also used the company's windage tray to help pull the oil off the rotating assembly and get it back in the pan where it belongs.
"There is power to be had with a good oil pan and windage tray," Groh said as he mocked up the windage tray. Due to the long stroke of the crankshaft, the rod ends touched the screen. We remedied the situation by adding a few washers to help move the tray away from the rod ends. It worked fine, and it was time to bolt on the oil pickup tube. Groh was looking for two things when he bolted on the tube. The first task was to make sure there was no interference between the pick-up and the oil pan's internals. A slight bend was made to a shelf in the pan to clear the pickup. The slightly altered Canton pan went back on for the next test. Then we inspected the tube for proper pickup positioning. The mockup showed the tube was approximately 11/42 inch away from the bottom of the pan. Groh said ideally the pickup needs to be 11/48-11/44 inch from the bottom. Using a special manipulation process (a simple rubber mallet) the pickup was adjusted.
The engine was flipped back over, and we paid attention to the topside of the engine. The intake manifold was procured from Edelbrock, and we went with the Super Victor (PN 29246). The air requirements for this beast required the use of that style manifold. In years past, using these manifolds meant you had to convert it to fuel injection by adding injector bungs and fuel-rail mounts. Edelbrock reacted to the market's demands, and they produce a carb-style intake in EFI form. The Super Vic EFI has injector bosses in each runner and a pair of Edelbrock high-flow fuel rails to help deliver the fuel. Given our goals for this engine, we went with a set of FAST 83-pound fuel injectors.
Topping the Super Vic is a cast-aluminum elbow from Wilson Manifolds. The massive elbow measures a robust 105 mm. Wilson is long known for its airflow engineering, and we are sure this elbow has been on the flow bench and worked over before Keith Wilson approved the final design. We also picked up the company's 90mm throttle body-a stunning CNC billet-cut piece that not only serves a useful purpose, but also is aesthetically pleasing.
Keeping this big-inch Windsor cool on the street and at the track is a Meziere electric water pump. The body of the pump is CNC-billet, and we chose a black unit. The electric pump is more than enough to run on the street without the worry of overheating when idling for long periods of time. The pump carries a 35-gpm free-flow rating-meaning it circulates a serious amount of water through the engine. The pump fit perfectly on the front cover, and the Meziere kits include all required pieces right down to the stainless steel bolts to secure it to the engine.
The pickup tube is bolted...
The pickup tube is bolted to the oil pump and fastened to the main cap. The oil pump sucks the oil from the pan using this tube.
Grease was applied to the...
Grease was applied to the pickup tube in order to show where the tube was contacting the oil pan.
A slight bend was needed to...
A slight bend was needed to get the inside shelf to clear the pickup tube.
This Canton pan was designed...
This Canton pan was designed for use in a Fox-body Mustang and specifically for drag racing and street use. It features a kick-out to hold more oil and improve oiling. The inside has baffles to help control the oil.
Groh checked out the relationship...
Groh checked out the relationship between the head of the oil pick up tube and the bottom of the oil pan. Optimal clearance should be between 11/48 and 11/44 inch. Out of the box, this was slightly off, so Groh adjusted it.