Once they'd pulled the original tired 220,000-mile engine, they got to work disassembling it so it could be cleaned up and machined to the new specifications. To handle the horsepower goal of 800 plus, the engine block, crankshaft, and cylinder heads were all cryogenically treated before assembly as well. WOP also did a half-fill of the water jackets using Hard Block to sturdy up the bottom end of the engine even more.
Once the motor was ready to assemble, Koch installed WOP's custom race profile camshaft, Crower billet connecting rods and custom machined Mahle pistons, for lower compression and valve relief clearance. The main caps were then tied together using WOP's in-house built Main Stud Girdle to help prevent any main cap walk and keep everything tied in nice and tight. The factory Ford oil pan was also drilled for a large bulkhead fitting, just in case we see the need for a staged compound turbo system in the future.
With the performance short block assembled, WOP then moved its attention to the cylinder heads. To increase the flow of incoming air as much as possible, the intake runners were ported, which should help improve turbo spool-up and overall engine efficiency. The heads were also resurfaced, machined for WOP's Fire Ring head gasket kit and outfitted with all new Inconal Steel valves, hardened valve seats and guides, while the factory valve springs were replaced with WOP's Hi-Rev valve spring kit and a set of WOP chromoly pushrods. Once the heads were complete it was time to torque them down onto the fresh short block using a set of H11 head studs. The combination of the H11's and the WOP Fire Ring kit will ensure there will be no issues of blown head gaskets, no matter how much boost or nitrous we try and throw at this motor.
With the new performance long block complete and ready to go back into the truck, we knew if we were going to shoot for the 800 hp club, we'd need a little more fuel and air to add into the mix. So the Stage II Hypermax injectors were replaced with a much larger 530 B-code injector built by Dynomite Diesel to Wide Open Performance's specifications. The 62mm H2E turbo was also swapped out for a larger, quick-spooling single turbo offered by WOP. Their GQSSB is the perfect turbo for the 450-500 hp range and was just what we were after. While we'd have more than enough injector for the 800 hp range, we wanted a truck that was still fun to drive on the street and cruise around in, so a smaller quick-spooling turbo was just we were after.