Around the Shop - January 25th, 2023

JBA Builds Seriously Badass Strokers.
Check Out this All-Aluminum
Ford 427 Windsor

When it comes to Ford pushrod V-8 engines, it's hard to beat the versatility of the 351 Windsor. Its smaller 289/302 brethren are also all well-and-good, but the 351W's taller deck height at 9.50 inches compared to the 302-and-smaller engines 8.20-inch deck height, allows one to build a considerably larger engine in terms of its displacement.

And when you consider what's now being built in the world of serious 351W-based performance, it's clear that the 8.2-inch short-deck engines and their typical max displacement of a 363 are certainly outsized by nearly 100 cubic-inches in the form of 460Ws that are now available in the 2020s.

Case in point is the engine combination JBA Speed Shop is building here. Stroker 351Ws have been around for decades, but as time goes by the possibilities seem to get better and better. Relatively popular 351W stroker sizes include 392/393-, 408-, 410-, 417- and 427- cubic-inch displacements.

These days as just mentioned, a 460W can also be built, which is a pretty much a big-block size in a 351W-based short-block--though some theorize that the connecting-rod ratio is somewhat less favorable when getting into larger displacements upwards of 460 cubes in a 351 block.

For this engine, we're going with a 427-cubic-inch displacement and when installed in its lightweight Superformance Cobra roadster home, we're sure it will be an E-ticket ride in spades.

The Block

The basis for the short-block is the major piece of eye candy in the photo gallery. It is none other than a Bill Mitchell Products (BMP) 351W block made with 357 T6 aluminum-alloy (part number BMP-087572). This block's basic specs include 351W mains, a 9.500-inch deck and a 3.995-inch bore. The block will accept a 4.00-inch stroke and includes screw-in freeze plugs. Maximum recommended bore size is 4.165 inches. It also uses all standard cam and pipe plugs, and dowel pins. Weight with caps and sleeves is 115 pounds.

BMP blocks are direct replacements for stock-style 351Ws, also use a one-piece rear main seal and locate the oil dipstick in the timing cover. The cam bearings for the block are Durabond part number DUR351HP.

All five main caps are four-bolt billet steel with the center three being a splayed design. The inner row of studs are 1/2-inch thread, while the outer row of bolts are a 7/16-inch thread and the four outside corner bolts are 3/8-inch. Torque specs on main studs and bolts are 100 ft.-lbs. inner, 70 ft.-lbs. outer and 45 ft.-lbs. on the four corners with oil.

Oiling system options include the ability to use a standard OE-type internal oil pump and the block also has provisions to be fitted with a dry sump oiling system. As for the distributor, a standard-type 351W unit will work, such as from MSD. A stock-width oil pan can be used and clearance for stroker applications can be achieved. Billet splayed-cap blocks may have oil pan interference with the front and rear main caps and it might be necessary to hand-fit the oil pan.

The fuel pump can be a stock-style setup and a stock-length fuel pump pushrod can also be used. When using a fuel-pump block-off plate it may need to be modified slightly for fit due to overall size. The block's starter mounting pad is drilled for the stock Ford bolt pattern.

The Build

The block's reciprocating assembly (crank, rods and pistons) will be a Scat competition, standard-weight forged rotating assembly for 9.500-inch deck blocks (part number SCA-1-46582BI).

The crank is a Scat 4340, non-twist lightweight forged-steel unit with a 4.000-inch stroke and requires a 9.500-inch-deck block. These cranks are heat treated, stress relieved, shot peened, nitrided and 100-percent magna fluxed.

The Scat 4340 forged steel H-beam, 6.250-inch connecting rods with optional 7/16-inch ARP 2000 cap screws (1500hp rating) are also heat treated, stress relieved, shot peened, nitrided and 100-percent magna fluxed.

The Mahle 2618 forged-aluminum pistons are for a 4.125-inch bore and with a 58cc chamber will result in a 10.2:1 compression ratio. Everything is precision internally balanced in-house by Scat.

Also included are Mahle premium chromoly wrist pins, Total Seal 1/16-, 1/16- and 3/16 -inch piston rings, as well as Clevite high performance “H” series rod (narrowed) and main bearings.

Topping the short-block will be AFR (part number AFR-1451) Renegade small-block Ford aluminum heads with 220cc intake runners and 58cc combustion chambers.

The big-dog AFRs will be held in place with an ARP (part number ARP-154-4203) 1/2-inch, 12-point head-stud kit with Fel-Pro head gaskets (part numbers FEL-1022 and FEL-1023, one for each side) in between. A Fel-Pro rear main-seal set will also be used (part number FEL-2922 RS) as well as a FEL-2707-1 R.A.C.E. (Remainder to Assemble Complete Engine) gasket set.

Moving to the valvetrain, we're going with a big, lumpy Lunati hydraulic roller and with a duration of 236/244 degrees at 0.050-inch tappet lift, you can bet it will have the sort of idle that'll sound fantastic. A Lunati timing set is also part of the picture as well as a set of Engine Pro chrome-moly roller rockers in the stock Ford 1.6:1 ratio. The cam will move a set of Howard's roller lifters (part number 91168). You can see the cam specs here:

Other items of note in the picture to complete the engine include a Melling oil pump and a GMB high-volume water pump.

That's the main bits for the long-block. The Cobra's existing intake will top this new 427W which is an Edelbrock Performer RPM (part number 7181). We'll have both Holley 750cfm and 850cfm carbs on deck to test with once the engine is on the dyno.

We are excited to get this one on JBA Speed Shop's engine dyno and we're confident to see right around the 600-horsepower range, if not more. We will certainly post those numbers here once this stout 427W has filled our dyno cell with its 6500-rpm song! --Miles Cook 

BMP 351 Windsor Aluminum Block