Ford 351 Boss Engine Build - Late Model Boss, Part Three

The ARP 7/16 rocker studs we are using have all been torqued into place on the cylinder heads.

Charlie's went with Crower's full roller aluminum rocker arms to finish off the valvetrain. The ratios are 1.70:1 for the intakes and 1.60 for the exhausts.

We went to CV products and had it spec out the racing alternator, power steering pump, fuel pump, and the accessory drive system to run it all. Everything works as a system, and besides being lightweight and low drag (so that more horsepower goes out the end of the crankshaft), it all bolts right up. No more late night runs to the auto parts store hunting for just the right belt.

Charlie says that a stud girdle significantly helps maintain valve control, so we will also be installing this girdle from Crower as well. Unfortunately, we didn't have the extra long locks on hand when finishing the engine build (as you can see from the previous picture), but Charlie had them on for the dyno testing and later when racing this motor.

Extra tall fabricated valve covers from Moroso provide plenty of clearance for the rockers, which can sometimes be a troubling fit on Fords. Here, you can also see the thick, low resistance plug wires we're using, which are also from Mel's.

Although the rules are specific that a Holley two-barrel carb must be run, there is a lot to gain by having your racing carb built by a quality carb tuner. The Long brothers prefer to have their racing carburetors tuned by VDL Fuel Systems (and they prefer to keep that to themselves by removing all identifying stickers.) but we're giving away their secret.

The finished product. Normally, this is the spot where you would check out the dyno numbers, but we're going to make you wait and give you the goods along with a race report from Myrtle Beach (SC) Speedway next month.