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We light the fire in our latest RPM MAG sm By Tim Biro
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n our last article, we left off with what looked like a fairly complete package in our World Products Man O’War based small block Ford build, but as you all know when completing any project the last 10 percent is more often than not the most difficult and sometimes most time consuming. It’s been 6 months since our last installment of Project World Domination, so let’s get everyone up to speed. In the initial build, we had planned on utilizing the priority main oiling system of the World Products block by complementing it with an external crank driven oil pump from Moroso. We had also planned on an external water pump, and of course a vacuum pump, so the next step was to fabricate an engine plate to give us a mounting location for these external accessories. After cutting, drilling and machining the plate, I mounted all the accessories and planned the plumbing for each system. To facilitate all the vital fluid transfer, we looked to one of the Holley Group companies, Earl’s Performance Products, for hoses, hose ends and adapter fittings.
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World Domination SBF ready for wiring and plumbing. The base for this build was World Products’ 6 bolt per cylinder 9.200” deck Man O’War block to be used with Bill Mitchell Products 10 degree CNC ported Race Cylinder Head.
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We used Earl’s for all the vital fluid transfer on our World Domination build with their aluminum Swivel Seal hose ends and Pro-LIte 390 hose. We needed -10 , -12 and few-16 sizes to complete all of the plumbing.
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Founded by Earl Fouts in 1955 in Lawndale, California, Earl’s started as a small Army Navy hardware surplus store supplying high-quality military aircraft specification surplus plumbing components to the local hot rod and racing communities. As the military surplus market died, Earl pioneered a range of hoses and fittings to service the racing industry, all of which are still used today. Earl’s developed and patented the self-indexing adjustable hose end in 1973, known as the “Swivel Seal”. It allows 360 degree adjustment after installation making plumbing a snap. Earl’s has invented most of the special purpose racing adapters, and was the first to introduce flexible Stainless Steel PTFE lined hoses to the racing industry in the 1960s. Earl’s racing heritage is second to none and is also the most replicated but never duplicated A.N. plumbing in the world. We selected their Swivel Seal design wherever possible in our build and also wanted all the components to be lightweight so chose their aluminum line of fittings and Pro-Lite 390 design hose. The Pro-Lite 390 hose is not only lightweight but it is tough, rated at 500 psi, and can be routed in tight radius applications. After careful selection of all the plumbing parts,
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To make life easy when on the dyno and eventually in our chassis, I fabricated a block plate to give us a standard mounting location for our external oil pump, vacuum pump and water pump.
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we also ordered their blockoff plate required for the block mounted oil filter area as well as all the adapter fittings for the block, oil pump and vacuum pump. With the block plate and external accessories completed, it was time to pay attention to the intake manifold once again. We are using a World Products 9.200 Cleveland deck height block and a set of 10-degree Bill Mitchell cylinder heads to take advantage of the World Products 6 bolt per cylinder block. With this in mind, we knew right off the
hop that the intake manifold was going to be a concern. To this date, there is not a bolton cast aluminum intake designed for our application, and since we opted out of a custom fabricated intake, we went on the hunt for a reasonable alternative. Eventually we found an Edelbrock cast manifold (designed for another deck height block and cylinder heads) that basically had a large enough runner size and correct port spacing for our cylinder heads. I also needed to fabricate a valley cover as the intake manifold did not have one.
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I cut the manifold flanges off both sides of the intake, and drilled and tapped the cylinder heads to fit the manifold bolt pattern. With the flanges now bolted to the cylinder heads, I gradually cut the intake manifold runners down to fit the flanges again. This was a very tedious and time consuming process, but after many hours, it was time to tack weld the flanges back onto the runners. After I TIG welded all the runners to the flanges, Chad at Kraushaar Machine Services took a cut off each mating flange to straighten the surface and give us room for our .060” hand cut intake gaskets. We ended up having to cut .075” off each side of the manifold flanges to bring the ports to the correct location for a gasket fit. Although the procedure was time consuming, we were able to keep a thick mounting flange that was straight and true. It was finally time to start our completed World Domination small block Ford. Because Kraushaar Machine Services also sells complete running engine packages, years ago they invested in a nice quality run stand. Mick (Kraushaar) and I decided that it would be best to run the World Dom-
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With all the external accessories mounted it was time to plumb it all up with our big box of Earl’s parts. Earl’s also has part numbers for the oil filter block off and handy tools for assembling AN fittings.
Because there is bolt-on intake manifold made for our combination yet, we chose something similar. As you can see the out-of-the-box manifold is a gross mismatch - it’s time to get the tools out and start cutting to make it all work
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After I cut the runners off the flanges, I drilled and tapped the flange pattern to the cylinder head. Bolted the flanges to the heads then spent many hours removing material from the runners to create a decent fit.
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ination engine on the run stand first, to address any challenges before the dyno. With the manifold installed, I installed the PBM intake spacer and FST carburetor. I then set the valves, a little tight for initial start-up, and for the exhaust, we dug out a set of 2” primary long-tube headers we had hanging around the RPM shop from another project. These headers had the large 3” bolt pattern required by the BMP cylinder heads, so on they went. If you have ever tried to mate the starter and flywheel deal on a small block Ford, you will know what I mean when I say “what a drag”. I borrowed a Fox Body bellhousing from Misener Motorsports to mate the motor to our run stand, and used a 157 tooth neutral balance flywheel from our stock. From here it was a matter of finding the correct starter, which proved to be a bit of challenge. We had one that worked with this specific header, however it did not contact the flywheel. After a few more starters we had the correct contact with a much larger starter, however now our headers required some massaging. So, off came
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This is our finished intake after the flanges were welded back to the runners. The only procedure left is to true up the mounting surface of the flanges.
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Because our intake manifold does not seal to the lifter valley, we needed to fabricate an aluminum panel to do the job. Six bolts should keep it in place and seal any oil from that area.
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RPM Project World Domination Edelbrock Intake Setup & Install
You need to get your hands dirty whenever you go to the dyno! After several minor adjustments, the World Domination engine sounded fantastic!
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Thanks to Vince and Scott for all their help loading and unloading the engine, as well as making good solid suggestions. And thanks also to The Man, The Legend… Al Blanchard at New Generation Engines.
the headers and out came the welder and after repositioning a few tubes, we were in business. Finally, we were on the home stretch! I set the crank trigger air gap to .060”and about 30 degrees advance, gapped the plugs to .035” and dropped the distributor in for correct rotor phasing. I then made 8 Taylor wires for the ignition and routed the wires onto each plug. The World Domination engine was now ready to fire. I wound the external oil pump to prelube the entire engine and added a generous amount of VP C12 fuel to the mix and she fired right up. After running for a few minutes we noticed that we were down one cylinder. A plug had closed up, so we went through and shimmed all 8 plugs and were finally ready for the dyno! We contacted Al at New Generation Engines (AKA New Gen) to get our World Domination engine on his dyno. With
everyone running busy schedules these days it’s tough to book dyno time and we decided that if they could accommodate, a Sunday would be best. New Gen has been around for a long time and is well known for making serious power with every combination they build. They are a one stop shop originally opened by Al’s father and now the two sons run the shop. Taking a look around their shop, you can see their deep involvement in all types of racing engines, in fact, on our dyno day Al was just taking off one of their crate engines and sealing up the intake for the customer to pick up, and there was a long lineup of racing engines to be tested, so thanks again to New Generation Engines for squeezing us in. We loaded our Ford 427 on the dyno, and I’m not sure what it is with headers this time through, but we had to tweak the left side this time to clear the dyno drive. Confident that the engine
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was ready to go after running it on the run stand, it fired right up on the New Gen dyno. Through approximately 8 dyno runs, we were able to work the timing and fuel curve for optimum naturally aspirated power. We started with 30 degrees of timing, but the engine ended up liking 34 degrees best. The FST carb performed great at all rpm, and we actually ended up leaning the system a bit by switching out a couple jets and high speed air bleeds. I have to reiterate that this FST carb was our first from this manufacturer and turned out to be great to work with, very easy to modify and an overall solid design. The strongest pull for horsepower netted over 823, while torque topped out at over 680 lb ft. It was a great day and celebrated with a couple post-session cold beers! Once again, our thanks goes out to New Generation Engines and Al for all the help! In summary, we made very close to 2 horsepower per cubic inch with the naturally aspirated build. Our goal was to get over 800hp naturally and then experiment with a power
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start and that is exactly why we chose In summary, the parts we did (You can check out our World Domination parts list we made very PDF file here) We will try to move close to the close to 2 horse- 1500 horsepower mark with nitrous injection. As mentioned in power per cubic oxide previous articles, how much power adder your engine can take is relative inch with to many factors. Sure, you can grab that wrecking yard engine and stick the naturally a 500hp plate on or plumb a couoffshore turbos into it and turn aspirated build... ple some numbers, but it won’t be long adder to see exactly where we could go with it. These days, in small tire drag cars with fairly serious chassis work, 2000 horsepower seems to be the winning number and we realize that’s hard to chase that with smaller displacement and more compact V8 engines. It’s not unusual to see twin turbos, massive blowers and buckets of nitrous being ingested by exotic alcohol small blocks or big inch big block combos, but that’s not where we are going with this engine. We’ve preached solid and reliable from the
before you end up with a basket full of parts. My experience is that using the best mechanical components along with high quality machining, precise assembly practices and the correct tune is the best formula to reach your engine’s limits with reliability. After all, who wants to keep breaking parts? The RPM/World Products World Domination engine build produced a good power range and it is a great place to start for our future engine nitrous combination. The mechanical components are rock solid and all of them went together with very
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Sources Bill Mitchell Products BMP little modification. As we learned from the dyno sheet, the engine was pretty much finished making power at around 7400 rpm. This was expected with the naturally aspirated Erson “off the shelf ” camshaft. In the not so distant future, we will swap to the Erson custom nitrous camshaft, add a couple nitrous kits and then install the World Domination small block between the rails of our test car. We will also report the cylinder leakdown numbers before and after nitrous chassis dyno
tests. Stay tuned for power numbers using Nitrous Express Shark nozzles and a second kit - their newest Nitrous Express Assassin plate system. For now, have fun building your cars! Keep your families happy and stay safe! You can follow the entire World Domination SBF series by visiting www.rpmmag.com and typing World Domination in the search bar, or by clicking here.
https://billmitchellproducts.com/
386-957-3009 Earl’s Performance Plumbing 1-866-464-6553 Jesel https://www.jesel.com/
732-901-1800 Kraushaar Machine Services (519) 688-3508
The World Domination engine rocks along its torque numbers over 4500 rpm to peak at 5850 and still does well with over 600 lb/ft at 7000 rpm. The horsepower steamed along to a peak of 823hp at 7383 rpm. Now let’s swap out the cam and add some juice!
New Generation Engines (905) 892-3255 PBM/Erson/World Products http://www.pbm-erson.com/
Technical Support Lines: Erson Cams 800-641-7920 PBM Performance 800-588-9608 World Products 877-630-6651 Ross Racing Pistons https://www.rosspistons.com/ RPM
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