Main Webs: In the design of the Titus, the main webs were designed much thicker than standard Cleveland blocks. The cylinder's bottoms are also expended closer to the the crankshaft centerline to allow for more piston stability with long stroke engine combinations. The webs are machined to allow for the maximum thickness for block rigidity. It is very important to mock-up the engine to check for clearance of moving parts, especially counterweight and connecting rod clearances to block. There are a multitude of crankshaft connecting rod and piston combinations available for these engines and each needs to be checked properly.
Distributor: Before engine final assembly the distributor should be test fitted to ensure gear clears the lifter galley plug. The plug can be shortened or the thread may be tapped deeper if needed. The thread is 1/4" NPT. Shorted pipe plugs are available from Pioneer part #PP 584.
Priority Main Oiling: The Titus uses priority main oiling. The lifter oil galleys are separate from the main galley. Solid roller lifters MUST use a compatible lifter. Lifters must use feed holes that are perpendicular to crankshaft centerline.
Dip Stick: The bottom rail of the block may need to be notched for full dipstick engagement. A notch or drilled hole will allow longer dipsticks in the front stump.
Thrust Bearing: depending on the bearing used inside of the flanges may need to be champhered to clear the filet in the blocks.
Head Studs: The use of head studs is highly recommended, especially on aluminum Titus blocks.
Lifters: The lifter is finished to the small side of tolerance. Due to the many variations in lifter sizes and clearance preferences, most engine builders prefer the lifter bores on the smaller side of tolerane. Lifter bores may need a light hone for some lifters. Alumium blocks grow with heat more than steel lifters so the tolreance will grow as the engine temperature increses. Consult your enine builder or lifter manufacturer for clearanc erecommendation. Lifters with Windsor oiling must be used The pushrod oil supply hold must not be in line with the oil galley int he block.
Cam bearings: Front #1: F26-1, #2: 351HP-2, #3 351HP-3, #4: 351HP-4 $3q5 #5: 351HP-5
Rear Seal: The Titus is mahined for a late odel 351W one pience rear man seal. A FelPro #2921 or #2942 or equal will fit.
Water Plugs: The water plugs are machined and supplied for use with an O-ring seal on aluminum blocks. These should be installed with sealant on the threads and light grease on the O-ring. To allow for the larger bire capacity nd water volume, the sides of the block have been contoured accordingly. Check engine mount for fitment to ensure proper clearance. Engine mount may require clearancing for proper installation. Check bell-housing and transmission dust sheild for proper mating to block in the water plug area, some modification to the dust sheild or bell housing may be required. This is especially important with thick er aftermarket bell housings.
Dry sump/ External Wet Sump: Blocks machined for external oil pumps are machined with a -10 AN inlet fitting. CVF-1010 or CVF 1012 or equal.
Main Caps: Main caps and block should be de-burred before reinstalling. Care in installation will ensure correct main size is maintained.
Hydraulic Roller Lifters: The bar hydraulic roller lifters must be used.
Lifter Valley: Drain holes in the lifter valley are lift undrilled. A drain provision for the lifter valley MUST be provided by the builder either by dry sump suction or by drilling drainage holes in the bottom of the valley above the cam. The location of the drains are up to the builder as there are many preferences of locations.
Washing: Final washing should be very thorough. Careful attention should be paid to all oil galleys and water jackets to ensure all debris is removed.