Race Engine Build - Project Mini Stock

Yates welds metal straps over the holes in the top of the cam towers to make the Ford head capable of withstanding racing stresses.

As you can see from the interior of our oil pan, oil management will be aided by baffling, a deeper sump, scraper rail, etc. to keep the oil pickup covered.

Blending is allowed 3/4 inch into the ports measured from the top of the valve seats. This is where Yates's experience and touch are worth power.

Machining on the exhaust port is complete, while the intake has yet to be touched. In addition to cleaning up the bowl and machining the valve seats, the wall of the combustion chamber next to the exhaust valve has also been moved back to allow better airflow. These same steps will also be done to the intake.

Keith Dorton Signature Series Holley carburetor

Almost every thousandth available is machined off our head. The intake studs were screwed into place before decking the head-the head is shaved so thin it's possible to crack the metal from the torque if the studs are screwed in afterward.

Decking the head almost closes off this oil galley that runs between the block and the head and sends lubrication to the cam. Yates opens it back up to allow good, unrestricted flow.

Yates prefits the overhead cam. Don't even think about asking for Johnson's cam specs.

Yates finds the correct valve stem height by shaving them gradually until they provide 0.500-inch lift with no lash.

Valve lash is set at 0.010 inch for the intake and 0.012 inch for the exhaust. Johnson's Machine uses extra long adjuster studs to keep more threads in the lifter bores after the valves are adjusted to help reliability.

Once the head is bolted on the block, a little break-in lube is the last step before buttoning everything up.

Richard Johnson (left) and Tim Yates stand with their latest creation, a little muscle for Project Mini Stock.