Ford Racing Performance Parts (FRPP) has always developed products with the racer in mind--be it at a professional or grassroots level, FRPP gets it. Its involvement in the lower racing ranks gives it the opportunity to see the trends as they develop. Being a part of Ford allows it to engineer and test the products it sells, ensuring consistent, reliable results with a very low failure rate. The major benefit to you is getting components designed to live in the harsh environment of the racetracks across America, all without breaking the bank.
As sealed engine classes grow throughout the sport, FRPP has stepped up its sealed crate engine program, giving racers in these classes a powerful option--the S374W. These engines are handbuilt using all-new race parts, designed to be competitive in a slew of dirt and asphalt classes, but more on that later.
"We wanted something that would compete with GMPP's CT525," explains Mike Delahanty, Product Manager Engines and Engine Components for Ford Racing. "The program started with our [FRPP's] 347 crate engines, and grew into the 374. We went with a sealed engine to try and get racers who use it a weight break," adds Delahanty. "We've found that when the tech officials give a weight break for a sealed engine, the S374W is very competitive. This engine has been in an unlimited small-block class with a 100-pound weight break, and the car finished in the top 10."
Another big advantage to this engine is the price. "This engine is designed for the guy spending $15,000-$18,000 on a 358," Delahanty tells us. "This is a turnkey solution that can be competitive for less than $11,000."
The S374W (PN M-6007-S374W, $9,999) a 374ci sealed crate engine, is stout. All you have to do is look at the components used and you'll quickly realize its 540hp rating is merely the tip of the iceberg for the small-block. The recipe of parts gives you a great blend of power and durability.
FRPP Boss 351 Block
The block is the base of it all, and it doesn't get much better than the Boss 351 block (PN M-6010-BOSS35192, $2,199) when it comes to strength. Weighing in at 195 pounds, this iron block has many design features that make it perfect for competition use at the Saturday-night level. The Siamese bores allow for a maximum bore size of 4.125 inches. It comes in two deck heights--9.2, and 9.5 inches (the S374W used the smaller 9.2-inch block.) Out of the box, the bores are roughed out to between 3.990 and 3.995 inches, and when combined with the recommended maximum stroke of 4.000 inches, cubic-inch combinations range from 351 to 427. The S374W gets its 374ci from a bore and stroke combination of 4.125 and 3.500 inches respectively.
The main journals are 2.749 inches (stock 351C), which are finished to low limits allowing for overbore. Splayed four-bolt main caps are used on Numbers 2, 3, and 4, and main caps 1 and 5 are two-bolt mains. The oiling and cooling passages in the block are designed for improved oiling and cooling over original 351 blocks, and freeze plugs are O-ring, screw-in pieces, so sealing is not a problem. The Boss 351 block has increased bulkhead material, and 1/2-inch head bolts or studs are required.
The rotating assembly is comprised of an Eagle forged steel crankshaft (3.500-inch stroke), Eagle forged steel H-beam rods, and forged aluminum Mahle pistons--compression ratio checks in at 11.0:1. A 7-quart wet-sump oil pan houses a Melling adjustable high volume oil pump.
Z304 Aluminum Cylinder Heads
The short-block has been topped with a CNC-ported set of Z-304 aluminum Cylinder heads (PN M-6049-Z304P, $899 each bare), which are cast from A356-T6 aluminum, and will fit on both 302 and 351 blocks. They are cast with high-flow ports (59 cc's in CNC trim), with 2.08-/1.60-inch valves, which are inline at 20 degrees. These heads require 7/16-inch rocker studs, and require FRPP 1.5, or 1.65 rocker arms (1.65:1 rockers are used on S374W) with an 0.150-inch offset pushrod cups on the intake side. The exhaust ports are raised, so custom headers may be needed depending on fitment.
Valvetrain
The valvetrain components of the S374W are all about performance and reliability. In the early testing phases, flat tappet camshafts were used, but after some less than favorable results, the switch to a solid roller configuration was made. The Comp Cams solid roller camshaft checks in at 0.543-inch lift on both the intake and exhaust side, with a split duration of 258/266 at 0.050-inch respectively. This relatively small camshaft is easy on valvesprings, which means less maintenance for the end user. The crank and camshaft are connected by a FRPP double-roller timing chain (PN M-6268-B302, $99). FRPP's offset rocker arms must be used with the Z304 cylinder heads, and the S374W uses its 1.65 versions (PN M-6465-F351, $449.95).
Induction
The S374W long-block is topped with an Edelbrock Super Victor intake manifold. This high-rise, single-plane manifold is great for making for making power in the upper-rpm ranges. FRPP tested the S374W with a 750-cfm four-barrel carb (carburetor not included).
Power
When it comes to any racing engine, power is always a big concern. FRPP rates the S374W at 540 hp at 7,000 rpm and 470 lb-ft of torque at 5,100 rpm, and these numbers are on the money. Each S374W is handbuilt on Ford Racing's crate engine assembly line, but what makes this crate engine different is that every S374W gets dyno tested before being shipped to its new owner. This ensures power output, and allows the Ford Racing engineers put their hands on every engine built.
Where Can I Run It?
"The first place we looked at running the S374W was ASA," explains Delahanty. "It was testing the CT525, and we wanted to be ready with a competitive engine." If you don't race in the ASA Midwest Series, don't worry. ARCA Trucks, CRA Super Series, Jeg's All-Star Tour, UARA Stars, ACT (American Canadian Tour), Southeast Limited Late Model Series, Southeastern Late Model Sportsman Series, Bridgeport Speedway Modified Series, and PASS North and South are all sanctioning bodies that allow the S374W sealed crate engine.
Ford Racing has given us a S374W to play with, and so far we are very impressed. We already have a slew of parts on the way to upgrade to EFI, and we plan on testing as much with this package as possible. In the very near future you'll see our S374W on the engine dyno, as well as on the chassis dyno and on the track. If you have any suggestions of what we should do with our S374W, email us at pete.epple@sorc.com.
