Knowing the ins and outs of these engines and their potential for power, Barry rooted through his shop and dug out an aftermarket Genesis block as the foundation for the project. Much easier to find than an original side-oiler block and with a passel of upgrades over the OE blocks, the Genesis was an easy choice. The block was torque plate honed to 4.350 inches, still leaving the cylinder walls over a quarter-inch thick to handle whatever power might come its way. "These blocks have Siamese bores and that is the only reason you can take them as big as you can. Real 427s come as 4.233, and you play hell trying to take them any bigger than .030- or .040-over because of the wall thickness," Barry says. The oiling system on the block shares the same design as the famous 427. A long passage is cast down the driver side of the engine to feed the main bearings directly rather than after feeding the cam, as did the other FEs. Typical prep work for a build using a stock block would include opening the oil passages and inlet/outlet to the filter and pump, as well as radiusing the many sharp edges and turns in the system. The Genesis block comes with these pinch points already opened up, and minor cleanup is about the only work left for a top-notch system. The Genesis is also set up to accept hydraulic lifters, thanks to some additional machine work not performed on the OE blocks, though a solid-roller cam was in the works here. The Survival team fed oil down those passages with the help of a blueprinted Melling oil pump. "It's a standard-volume pump with some porting, prep work, and detailing." Throughout the dyno pulls, the oil pressure maintained an evenly climbing 40-50 psi. Builders often make the choice to use a high-volume/high-pressure pump just because they like to see 80 psi at idle. Pegging the gauge like that is a sure way to know that a major portion of the oil is merely recirculating in the pump as it bypasses, heating it up and aerating it unnecessarily. Maintaining enough pressure to keep a hydrodynamic wedge on the bearings and lubricate the valvetrain is critical, but any more than that is wasting horsepower.
Robotnick was adamant that the "stock" crank floating on that hydrodynamic wedge was anything but stock. "It's got an Adney Brown Ford 391 truck crankshaft in it. It is a forged-steel Ford crankshaft that came out of a pickup truck, or more likely a dump truck. Adney at Performance Crankshaft [a fellow EMC competitor] really worked that one over hard. It's been destroked. It's a 3.64 stroke, which is exactly the opposite of what everyone does to crankshafts these days. That motor is the big-bore, short-stroke approach to 433 inches." Adney added to the aerodynamics of the shaft, bullnosing the leading edge and knife-edged the trailing edge of the counterweights. The crank was internally balanced to keep as much weight as close to the center of the crank as possible. Though an externally balanced crank performs well in moderate applications, the added offset weight on the balancer and flywheel of an externally balanced engine tends to whip the crank around like a pair of jump ropers swinging their ends of the rope out of sync. Not good for bearings or stress cracks in the crank.