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August 24, 2011 Photos By: Courtesy of D.S.S. Horse Sense: How's this for talent-Tom Naegele's partner at D.S.S., Ron Raffanti, basically taught himself how to use the company's first CNC machine. Once he got a handle on it, the company made enough hay with it to purchase other machines and put them to work as well. We live in a golden age of small-block Ford engine building. From so cheap they squeak to defense department levels of dollar burning, there is a small-block engine for every combination of budget, speed need, and durability requirement.

Even if you're not running at the strip, but simply hot-dogging, road racing, slaloming, open-tracking or what have you, a 500hp small-block is about all the power anyone really wants or needs, a fact with substantial implications when it comes to selecting parts, because 500-plus horsepower small-blocks are on the cusp of requiring major-league racing parts. Of all the parts considered when building such an engine, the block has a major influence on how much the project will cost, and how durable the engine will be.

After all, when it comes to 5.0 blocks, stuffing 500 or more horsepower into a stock block is right up there with building pipe bombs as a hobby. It's sort of macho, but the thing is sure to explode, and somebody is bound to get hurt. On the other hand, while a racing block from Ford Racing Performance Parts, Dart, Fontana, or World Products is easily built to take high-nine-second passes, all such blocks are expensive no matter what your budget. If your next thought is, If only there was something in-between, then you are thinking like the guys at D.S.S.

They examined this popular, yet tricky to satisfy, corner of the market and concluded that a prepped stock block, along with the right rotating and reciprocating parts, does the 500-plus-horsepower job for the least financial pain. Hp Psc 1215 Software Vista here. So we're taking a look at D.S.S.'

S short-block this month, with an eye toward block preparation. There are two steps in the D.S.S. Hp Media Vault Mv2100 Series Software. Block prep ladder: Level 10 at $625 per block and Level 20 for $300 more. Level 10 preparation is substantial and can be thought of as complete block preparation, while Level 20 adds the ultimate finishing touch by adding threaded core (freeze) plugs. The result, says D.S.S., is the strongest stock-based block available. The company offers it to anyone running as low as the high 9s at the strip; once the mid-9s are reached, it is absolutely time for a race block. And, as we've seen, 10-second-or-slower cars are the huge majority of prepped Mustangs.

Begins with good, used '86-or-later roller-cam 5.0 blocks. These are supplied by the wrecking-yard industry and have passed a visual and Magnaflux crack inspection before arriving at D.S.S. There, the company inspects them thoroughly, including an in-depth Magnafluxing to weed out any problem cores. The crew at D.S.S. Invests a large amount of machining time on these blocks, and they certainly don't want to do that on what might turn out to be scrap.

Once in the system, D. Download Fonts Epson Ttfn here. S.S. Runs the blocks through a battery of CNC-machining centers so the blocks end up 'round and square.' That is, the flat surfaces are flat, the round holes are truly round, and everything is squared to everything else. Is justifiably proud of the huge investment-more than $1,000,000-it has in machining centers and other tools. Turning good, raw material such as seasoned 5.0 blocks into performance parts seems an honorable thing to do with such machinery. Just what does D.S.S.

Do to its blocks? We can't list every operation, but all Level 10 and 20 blocks are stress relieved by shot-peening the entire block using stainless steel shot, then decked to equalize the distance from the cylinder head mating surfaces to the crankshaft centerline.

This also makes each deck dead flat and equalizes the volume of the cylinders. The cylinders are bored 0.030-inch over, and honed using torque plates on both decks to accurately simulate the head torque.

Also says it's fussy about the cleanliness and quality of the honing oil, as it has found horsepower from paying attention to it. The main bearing bores are then checked and corrected if necessary, and the cylinders/block are clearanced for stroker rotating and reciprocating assemblies. A clean-up cut is taken across the oil pan rails and intake manifold rails to true up these surfaces. Has found oil pans are much more prone to fit after the block machining (there's a note to all you guys hammering on those Canton pans). As noted, the oil galleys are threaded for screw-in plugs, as are the core plugs on Level 20 blocks.