This 63 Falcon still has the original interior and the stock all metal body. The front bumper has been replaced with a F/G unit, the battery moved to the trunk for improve the weight distribution, and a roll bar was installed for added safety. With the modified log head, the little Falcon exceeded everyone's expectations by running mid 12's. It also became somewhat of a celebrity after appearing in CarCraft Magazine in April 2006. More info.

Fuel is a mix of race octane and E85. With the new aluminum head, alloy intake manifold, and the Holley 4V carb, the Falcon now runs consistently in the low 11's, with a best time of 10.95 @ 125 mph. The Falcon has made appearances in CarCraft, Hot Rod, Mustangs and Fords, Modified Mustangs and Fords, with the latest being in the August issue of Fun Ford Weekend. More info....

The purpose of the first dyno run, was to determine the horsepower and torque numbers for a bone stock 200ci. Once the baseline numbers were established, various parts and/or modifications were added, one step at a time, and tested on a dyno to verify the gains. In the final session (#2A) we tested both Holley and Autolite carbs, of various sizes, to determine which would make the most HP. See #2A

The final version of the motor includes a Classic Inlines aluminum head, 264-110 cam, roller rockers, headers, DUI ignition, and a 480cfm Autolite carb, with the end result netting an increase of 134HP and 103LBS of torque at the rear wheels. That's nearly triple the horsepower, and double the torque. Click on the link to see the gains from each modification, the results of our testing, pictures and video. More info.....

Our first dyno session was two fold. First, we wanted to get a baseline on the stock 250ci, before swapping to a modified log head. And we wanted to test a few 2V carbs using a 2-1 adaptor, allowing us the opportunity to compare the results to the numbers we get after installing a modified log head on the same motor. The new head will be a modified log head with a direct mount 2V carb, larger exhaust valves, and a mild port job. See #3A.

For years we've all wondered how much power is actually gained when using a 2-1 carb adaptor on a log intake? Our first step was to establish a baseline using the stock YF-1V carb (see #3A). Next, we pulled the YF carb, installed the 2V adaptor, and proceeded to test three different carbs. Surprisingly all three (Weber, Holley, and Autolite) resulted in nearly the same results, with the Holley performing best (above). More info...

We always assumed the best method for installing a 2V carb on a log head, was to mount it directly to the intake, rather than using an adaptor. Our dyno results proved our assumptions to be true, as we gained 23 HP using the direct mount method, verse 5 HP using an adaptor. As such, we recommend mounting a 2V carb directly to the log, even if it means pulling the cylinder head, rather than using the popular 2-1 adaptor. More info...

Freshly rebuilt 250cid, knife-edged crank, 40 over 255 V8 pistons, polished and shot peen'd con-rods, ARP rod bolts and main studs, Classic Inlines 278-112 solid lifter cam, 1.6 high ratio rockers, Classic Inlines modified log head with mild port and polish and a direct mount custom 500 Holley, Hooker headers, DUI dizzy, C-4 w/2800 converter, 8" 3.55 detroit locker rear end. Nice improvement from the last dyno session (see 3B) More info...

The important factors here, are good low to mid range torque numbers, compression low enough that a turbo can be added in the future, and the ability to run on regular pump gas. Yet double the horsepower and torque of a stock six, which is equal to a SBF. Based on the torque curve it looks like 3.50 gears are what's needed to run 70-75 mph at lower rpm's. The only problem with 3.50 gears, is keeping the rubber hooked up. More info.

The 1978 250 block was decked to .005, and bored to 3.718, while the crank was offset ground to 4.125, with 1.88 rod journals. Manley H beam rods (for a Mitsubishi 4G), and CP custom dished pistons were used. The log intake was completely milled off the 1975 250 cylinder head, and a custom intake/exhaust manifold fabricated. Other items include a Classic Inlines Cam, custom fab'd oil pan, 1975 timing set, Turbonetics turbo with a 3" exhaust, and a custom billet steel flywheel. Fuel: 91 octane (pump).

In this dyno session we test three 2V carbs, mounted via the 2V adaptor, verse the stock Autolite 1100. We also tested the DUI ignition system, vrs the stock distributor. The results posted here are the baseline numbers for a rebuilt 200ci using the stock Autolite 1100-1V carb, and the stock points-style distributor. Keep in mind this rebuilt 200ci has a performance cam, increased C/R, and dual out headers. For more information see #6A.

Once the baseline numbers were established (see dyno #6) we pulled the Autolite carb, installed a 32/38 Weber via an adaptor, and made a pull using the stock distributor. As expected, both the HP and torque drop due to the mismatched carb and distributor. At this point we pulled the stock dizzy, installed the DUI, and did another pull. We then proceeded to test the various 2V carbs, which resulted in the above numbers. More info.....

Here's a video of a 200ci on a dyno. It has our aluminum cylinder head, 4V alloy intake, Eagle SBF con-rods, custom Comp cam, 470-4V Holley Avenger and a 6-2-1 single outlet header. I don't know any of the details, only that it made 207 HP and 211 LBS of torque on the dyno.

The 200ci engine is completely stock with the exception of a new 1100-1V Vaporizer carb from Classic Inlines & Pony Carbs. The owners goal is to increase HP without a drop in mileage, which he accomplished with the carb swap. The Rear Wheel numbers are pretty good for an older, stock 200ci with a 1V carb. While I'm not sure I think he's getting around 27mpg.

The 200ci engine is bored 40 over, with a dual pattern 264/274 Classic Inlines cam, modified D8 cylinder head, re-curved Duraspark/MSD ignition, high ratio rocker assembly, dual out Hooker headers, Flowmaster mufflers, and a custom built 4412 Holley 500cfm-2V carb with annular discharge.

The time slip is from Memphis Motor Sports Park, while I was on the Hot Rod Power tour. Keep in mind that I'm on a 2600 mile trip with all my STUFF still in the car and 3/4 tank of fuel. I would say somewhere in the 300lbs range, including tools, my cooler, and so on. Before the head swap I had a difficult time burning rubber, but with the new aluminum head I can roll along at 10mph, hit the gas, and break them loose. More info.....

This run was with a heavily modified log head. The intake manifold was milled flat before the custom fabricated 2V adaptor was installed. Doug tried several different set-ups, including twin 2V carbs, but in the end settled for a single Holley 500. At one point he was running 11:1 C/R, however this meant using a water injection set-up to prevent detonation. more info.....

Doug tried a few different carbs (2V and 4V) with the new aluminum head, but is getting the best results from a Holley 600-4V. Even though calculations show the Holley 600cfm as being to large for this application, smaller carbs just slow him down. Which seems to prove that the calc's, while correct, may not always be right. And that sometimes you just have to go with what works best. more info.....