Last month, we took you through the teardown and inspection of a '66 289ci engine that had never been apart, other than a timing set replacement some time in its 43-year/189,000-mile history. This month, Marvin McAfee of MCE Engines is going to take us through the engine's methodical blueprinting and build-up - with a pinch more stroke and displacement.
As a loyal Mustang Monthly reader, you know our history includes dozens of step-by-step engine builds. This is why we're approaching this one with a fresh eye - more a recipe than a step-by-step with important pointers you will want to share with your engine builder.
Marvin invites you to think about your engine build with sound economic sense along with detailed execution for best results. Summing it up - spend your money wisely but do not cut corners in the interest of saving a few bucks. If you want more power for the least amount of money, invest in a quality stroker kit and place your trust in an exceptional engine builder. Marvin tells us there are plenty of engine "assemblers" out there, but not enough engine architects who hand-craft engines with both power and reliability in mind. He will tell you it doesn't come cheap nor is it easy because there are so many different approaches.
He also comments that if you put 50 engine builders in a room, you will get 50 different opinions on how to build an engine. Marvin trusts his detailed approach based on 50 years of engine building experience. So here's the straight skinny from MCE Engines. If you're rebuilding, go for the most power possible from your 289 or 302 block.
 Hidden Power You Can Afford...  Hidden Power You Can Afford
What makes it affordable? Eagle Specialty Products can set you up with a new Street & Strip 331ci stroker kit with 3.250-inch stroke ESP cast steel crankshaft, cap-screw I-beam 5140 steel rods, forged flattop pistons, premium moly rings, and Clevite 77 bearings for little more than it costs to have your engine's existing rotating/reciprocating parts inspected and machined. These stroker kits are available balanced and unbalanced. Because Marvin does his own precision balancing via Revco Automotive Balancing, he didn't need a balanced kit. Marvin does initial static balancing himself, then hands it off to Revco for pinpoint precision dynamic balancing to within one-third of a gram. What this means is velvet smooth operation and more power not lost to vibration, which can shorten engine life.Marvin is rolling stroke and additional torque into this engine without anyone knowing but the customer. Not only do we get stroke and the corresponding gain in torque, we get stronger components that will take a pounding on the street for just a few bucks more. This is stealthy hidden power you can justify for your engine build. |  This is the 5.400-inch Eagle...  This is the 5.400-inch Eagle "SIR" I-beam connecting rod with cap screw security, which is better than the original C3OE connecting rods with 5/16-inch bolts. What makes it better is 5140 steel alloy for optimum strength. Pin boss is available in either press fit or floating. The ARP 3/8-inch cap screws are indestructible. Eagle has matched this set to within plus or minus 2 grams. These rods are rated to 500 horsepower, which makes them perfect for our 350-horse small-block. |  Forged flat-top pistons have...  Forged flat-top pistons have floating pins for less internal friction and stability. Compression can be controlled via dish size if you intend to run a supercharger or other power enhancer. |
 MCE Engines Quick Tip Balancer...  MCE Engines Quick Tip
Balancer Assessment
Your engine's harmonic balancer is a shock absorber designed to take up crankshaft twist and rebound. As each cylinder fires and exerts its individual load on the crankshaft, there's a certain amount of torsional load where the crank twists and snaps back to center. The harmonic balancer, also known as a vibration damper, is an iron or steel hub wrapped inside a rubber ring inside an iron or steel ring. The rubber ring must be solid for the balancer to properly dampen shock and vibration. Examine your harmonic balancer's rubber ring. If it looks like the one on the right, replace it with a new M-6316-J351 balancer from Ford Racing Performance Parts (left). |  Few things are sweeter than...  Few things are sweeter than a freshly machined block. MCE Engines has had this block bored to 4.032-inches - .032-inch oversize to allow for forged piston expansion. Remember, forged pistons have a greater expansion rate than cast or hypereutectic. Main bearing line bore has been checked and honed for good bearing crush and hold. Decks have been milled to true. Oil galley ports have been tapped for screw-in plugs. New cam bearings have been installed. |  Marvin has notched the cylinder...  Marvin has notched the cylinder skirts to clear the Eagle stroker rod bolts by a minimum of .060-inch. |
 With all machine work completed,...  With all machine work completed, Marvin has his own regiment for fine-tooth blueprinting. Here, he works each bore's deck with 400-grit paper to remove finite imperfections that can score pistons and rings during installation. These tiny imperfections can also create hot spots at the top of the bore that can cause detonation. |  Marvin likes to massage sharp...  Marvin likes to massage sharp edges to remove potential snags. Here, he works piston ring edges for smoother function and virtually no stray metal particles that might damage ring lands and cylinder walls. |  Marvin checks piston ring...  Marvin checks piston ring end gap with pre-gapped rings. Standard operating procedure is, "Trust, but verify..." at MCE Engines. Never assume anything is ready to install right out of the package. Inspect every single part. |