Help Please- Falcon Gasser & Can I build a strong 327 without breaking the bank?

I guess everyone knows about Chevy small blocks except me. I am pretty much lost. I've worked on Fords... Clevelands, windsors and big ones. No
Chevys until now.

I got this great early 327 short block from an old hot rodder thinking it was going in an Austin g***er- that project died. Thanks Nate anyway, still love the drawing, obviously. BUT I still had this old Falcon hover car- no suspension. Until it finally occured to me- build the Falcon stupid.

Now I have the Falcon up on a straight front axle and Chrysler 8 3/4 rear.
Gotta put the 327 in it, right? I've gathered fenderwell headers that I hope work, a Weiand tunnel ram, two 600 Holleys, built Powerglide, new Mallory dist. and misc. small stuff for the build. Basically picked up deals where I could.

The block is getting a once over already. Honed, rings, polish the crank, bearings, etc... I've got a pair of 291 heads that were supposedly ready to go but looking closer at them, they probably need freshened up. I know one keeper is ******ed up.

I've searched posts best I could. Read Racefab's offerings. Looked a little bit on the web. Have NOT checked the book stores though.

This won't be a street car. Built for fun at Temple, Hamb drags, vintage races, etc... but I don't want to be embar***ed. Can the 327 with old style heads, a good cam and valvetrain, the 'glide, the RIGHT gears and any traction at all put the Falcon into the 11's? What will it take... 400+ hp?

Any build advice is badly needed. Do's and especially DONT's. And I can't just throw money at it.

signed desperate ex-Ford guy (with a Falcon).

 

I've enjoyed this book
Chevy 302 and 327

 

I wouldn't use a glide only 2 speed, think lever, 3 speed use a 350 trans.

 

a SBC is about the cheapest engine your can hop up. as you probably know ,there are plenty of new and used parts available at reasonable prices ..but it still costs money to go fast..what kind of budget are you working with?

you mention the short block is being worked on now...do you know if it has a steel forged crank or cast? what are you doing to the rods? prepping them with some ARP bolts would be nice. balancing the rotating ***embly would be great too

 

David Vizard has a couple of good SBC books. Both "basic" rebuilds and "Performance" books

 

There use to be a book call "How to Hot Rod the Small Block Chevy". It was my bible when I was drag racing.

 

OK it's settled.... there IS a curse on the Ford Motor Company. This just never ends. I guess this is the thanks the Blue Oval gets for helping America gain victory in WWII. A curse that has sure screwed up alot of nice Fords. You're a Ford guy and yet you're gonna stuff your Falcon full of a ****motor? Are'nt there enough chevy guys doing that already? "This just in", chevy engines are'nt THAT good, they're cheaper maybe? I'm sorry but this just makes Ford look bad. Why don't you put an FE in that car and make it cool, why ruin it?

 

Pm'd you.

 

I'm really a Ford guy with a cool Chevy motor. Someone back in the late '60's might have built a Falcon g***er with this motor. It'll fit easy and run hard.

The reason the car had no suspension was because I back halved it years ago but life and taste dictated no pro-streeter or quick and low bird for me.
I traded the narrowed 9" dragster rear for the Chrysler one and chunked the Pinto front end. I had planned on a 514" Lima motor and still have those goodies. BUT, that's not the way I want to do it.

This is more like my dad would have built in the day. But he was putting a 302 GMC six/ torqueflite combo in a '55 Vette for modified production cl***.
He just liked to go fast.

Dan

 

I was talking to the machine shop guy next door about heads the other day. He feels that rebuilding any of the old "double hump" heads is not worth the money if you are going to the absolute most bang for the buck. He recommends the new Vortec heads with new everything. They cost about the same as refreshing a set of heads and flow better than most stock heads.

Here's what he is talking about:

http://www.sdparts.com/product/12558060/CastIronL31VortecSBChevroletCylinderHeads***embled.aspx

The problem with them is... They don't look nostalgic. The use the centerbolt valve covers ('86 and up style) and they have a different intake bolt pattern than the old intakes

 

man I really like the way that car sits, it is very right!!!

 

My thoughts too.

 

OK, think of it as an old race car. First, it's hard to ruin a $200 Falcon. Second, if you paid attention to the old g***ers, they changed combinations all the time.

Ohio George didn't start with a SOHC Ford, think he ran a blown Olds or was it a Caddy first.
SWC coupes didn't always have Hemi's, again with the Olds first.
Lots of cars, small block then big block, then Hemi?

G***ers weren't about brand loyalty until Ford made Ohio build a Mustang for their motor. This isn't an A/Fx recreation.

AND, it won't hurt me to learn about these motors. If I blow it up, maybe I'll put the 354 Chrysler in it.....

Dan

 

I work for myself so the budget fluctuates. It is an early, steel crank, small journal motor. I think the pistons might be original but I don't know, kind of domed aren't they.

I am asking for the ARP bolts to the rods I've got. I read about having the crank tapped for a balancer bolt so might have that done too. This bottom end may have already been balanced long ago, I just don't know. Can the machine shop tell easlly?

Dan

 

I've seen so many light Chevy motored cars running powerglides... is it wrong to think higher stall to get the motor revvin' for launch, then wind it up and use the higher rpm of this motor. One shift instead of two and then don't glide's weigh some less?

I'm asking?

 

i built a 327 for a friend of mine a couple years ago.... we ran the double hump heads (yes it cost only marginally less than a set of newer heads to rebuild) with big valves and i ported the heads and matched the intake.....dont remember the cam size but he wanted a stupid 327 so we put 12.25:1(well, thats what it worked out to with the head cc and all) pistons in it, and a monster cam. he wanted a weiand team g intake (his motor, not mine). used an 850cfm carb., roller rockers and big springs(we used the stock valve covers and got some cast risers and paint to match the block and it looked real good). gm forged crank and eagle rods (yes they are chinese ****...but they are better than stock) made 450 hp at the flywheel on an engine dyno...had to run it on 114 (obviously), but it went like hell....

 

You have the .125" popups, Speed Pro still makes them as #L2166nf.
I have a mild street 327 in my 56 Chevy, steel crank, balanced rotating ***embly, the .125"dome pistons with .040" oversize, 2.02 camel humps. I used an Edelbrock Performer RPM cam and intake + 600cfm carb. ****** is a TH350 with 2200 stall converter and 3.36 gears. My 56 is set up for high speed Autobahn- cruising ( speeds above 100mph all day long if you want ) It´s got enough oomph to hunt some BMWs and Bentley on the Autobahn.

I guess for drag strip use you should have a 3000rpm converter for your powerglide and 4.11 gears. My 327 really bites from about 3500 to 7000rpm so might want to be in that area gear wise.

 

Nice Falcon! I think a 460 C6 would have given more bang for the buck. Henryfloored back away from the computer sit on the couch take several deep breaths. LOL. There was a cherry 57 Chevy truck at cruisin the coast two years ago with a SBF in it if that helps.

 

Couple of thoughts-

If you're going fast, quit ****ing with stock heads right now. Spend $500-600 on a used set of aftermarket heads that are at least 200cc. They're all over the internet at those prices and typically offer advantages like thicker flanges, raised valvecover rail to allow short covers over roller arms, and have not been subjected to 40 years of unknown duty. Not to mention the 40hp gain.

The second thing is that 327. Yes it's traditional, no arguing that. But again if you're going fast there is no replacement for displacement. Spend $250 on a 400 core, it has the EXACT same rebuild cost as that 327. And the additional 70hp you'll make is the cheapest dollar-per-horsepower in the history of the small block chevy. A mild 400 shortblock, breathing thru decent aftermarket heads, exploits all the cost loopholes and makes pseudo-big block power.

No law says you can't badge the 400 as a 327. Really makes the compe***ion cry

good luck!

 

Dan,

Hey man it's your car to do with what you please. You did'nt ask for my opinion just for help with the 327. I do have to say though the part that caught my eye was that you mentioned you have lots of experience with Ford stuff. I'm thinking to myself why go "out out of your way" to install the belly ****on motor. As far as the g***ers go yes I paid attention. The g***ers were not brand specific that's true, mostly because Willy's did not make their own hemi V8. There were varieties of engines being run, not like today's ho- hum drag racing scene where the rules have banned all but the chrysler hemi in the blown cl***es. There were Cads, Olds, Hemis, Chevs, and yes the mightyest of all the 427SOHC Ford. Of course we can't leave out the "Wedge" Fords either, and there were even some MELs running gas. The gas cl***es were generally purebreds when Detroit produced capable vehicles. Like Y- block, FE and MEL powered `57 Fords and sbc `55 Chevs. Most of the Falcons I've seen were built during Ford's "Total Performance" era and generally relied on Ford power to make it happen. Yes sure there were always the freaks that bolted chevs into everything, but you know I don't recall them getting by the FE brigade. At least not without ALOT of help from the rulesmakers.

I just gotta say that this **** wears me out. I can't turn my head and not see something that started out as a perfectly good antique Ford with some ******* engine powering it. This is not hot rodding to me. These are sheeple participating in sheeprodding. I'm like the only ***hole on the HAMB that bithes about this and I'm getting tired of hearing myself even. Takes all the fun out for me. There is no greater insult a person could foist upon a Ford cl***ic product than to replace all the moving parts with the rival's junk. I figure if I'm the ONLY one complaining it must be me. These old Fords, which I used to think of as rolling art, are really just inert metal objects there for the taking. There is no sense of stewardship and loyalty to brand when you talk about Fords and the American hot rod scene. Funny but I don't see the Chevy guru's sticking Ford engines in their cars, even though the big block Ford exists and is vastly superior to the bbc. They work on their **** and make it happen, not so for Fords.

I'm seriously cutting back on exposing myself to this abuse. I wish I could have stayed away from the beggining. I keep waiting for this trend to revers and it never does it just gets worse. Hell GM just buiilt their own small block Ford with that LS thing and now it's popping up under all kinds of Ford hoods. I tell you when ever I go to a gathering of hot rods I look and I go home with my stomach in knots, with all the cl***ic and rare Fords *******ized. When I go dirt bike riding with my son, I come home relaxed and with a smile on my face. Gonna do alot less of the first and alot more of the second.

 

So you're saying that the guy should ditch the 327 altogether? I thought he building this car because he "had" the motor?

 

Depending on the goal, sometimes using what you got is false economy. For a budget high performance build, yes ditch the 327. One of my O/T rides has the 400 described, $1650 carb to pan (including block cost) with careful shopping and used heads, it's a F-in animal. Been around small blocks a long time, costs more than $1650 to make a stock head 327 do that, even if the 327 core is free.

Grind the word dart off the heads, dress it with vintage bits, and ****, instant tradition. If using a chevy in a ford because it's cheap, then it makes sense exploit the SBC family to it's fullest.

 

Ford guys kill me. They'll spend 10,000 bucks to get spanked by a Chevrolet.

 

I sense that you want to get it going and not let it sit in the shop forever, thats great and you can do a cheap rebuild on the 327 and make it run and enjoy the car. then decide what you want to do with it and buikld accordingly. a 406 sbc is hard to beat with decent heads and flat top pistons etc a powerglide for sure as light as it will be is perfect and a decent gear 411 to 456 for a 400 or a 456 to a 514 for a 327 and it will be fun as hell, come race with us we need a falcon i the mix..........

 

He's not too far either.......

 

Like these guys.....


B.E.S. RACING WINS THE 2006 JEG'S ENGINE MASTERS CHALLENGE





B.E.S. Racing



Final Rounds
Friday, October 6th 2006

Team # 19 School of Automotive Machinists - Ford

Average Torque Average Horsepower
Pull #1 545 475.1 Pull #2 543 474.1 Pull #3 545 475.5
Averages -- 544.3 TQ / 474.9 HP
Total Score = 1019.2




Team 19, School of Automotive Machinist's Judson M***ingill came to the finals this morning with an all-out at***ude, and the team which did no tuning in qualifying came out of the box with a jet change. During the warm-up this CHI-headed Windsor looked strong. Taking advantage of the 2l0 minute tune-up pulls the SAM team made changes to both the total timing and the curve. It seemed positive in the tune-up pulls, and a final tuning change was made before the money pulls. It seemed like something in the settings hurt the team's score in the money pulls, and surprisingly the engine was down on power compared to the numbers just turned in during tuning. The effort ended with a 1026.4 final score, with peak power number touching 682 hp, and 606 Lb-Ft of torque.




Team # 35 Performance Unlimited - Ford

Average Torque Average Horsepower
Pull #1 548 475.4 Pull #2 548 475.6 Pull #3 550 477.1
Averages -- 548.7 TQ / 476.0 HP
Total Score = 1024.7




Team 35, Performance Unlimited came in with a tuning strategy, addressing both the fuel and ignition, and made several tuning pulls early in the tuning period. For first-time Engine Masters compe***ors, this crew accomplished plenty by making the final field, showing skill and a smooth controlled poise in tending to their Ford Windsor Entry. The tuning leaned towards flattening the early portion of the torque curve; however the numbers were slightly down from qualifying. A score of 1027.7 and as much as 650 peak hp, put this group well in the list of finalist. These guys were enthusiastic about the Compe***ion, and we're certain to see this group again.




Team # 37 RHP/PER/AD - Ford

Average Torque Average Horsepower
Pull #1 567 493.7 Pull #2 566 492.7 Pull #3 567 493.3
Averages -- 566.7 TQ / 493.2 HP
Total Score = 1059.9




Team 37, consisting of Reincarnation High Performance, Pacific Engine Rebuilder, and AD Performance Parts combined their three businesses and specific talents to build this Windsor Ford entry, and the plan seemed to work. Those talents again revealed themselves when the team tuned-in some power, gaining over 5 points from qualifying to finish with a composite score of 1059.9. Without a doubt, the 685 peak hp and 631 peak Lb-Ft of torque represents the sum of a great deal of engine building talent and knowledge.

Team # 44 McKeown - Ford

Average Torque Average Horsepower
Pull #1 566 489.8 Pull #2 569 491.7 Pull #3 569 492
Averages -- 568 TQ / 491.2 HP
Total Score = 1059.2




Team 44, McKeown Motorsports brought yet another strong Windsor Ford/CHI entry. This husband and wife team's motto is "Scientific Performance", and the duo took advantage of modern innovations like no other team. Working with programmed ignition, and their own mixture monitor, it seemed like the pair was ready to tune-in some serious points. With the initial changes, their score was already on the way up, with over 1066 points showing. Then something totally unexpected occurred when a replaced oil filter lost its seal to the block, spilling most of the contents of the lubrication system onto the cell floor. The clean-up ate significantly in their 20-minute tune-up period, and resulted in a loss of reference for the oil level in the sump, possibly leading to an overfill. McKeown ended with 1059.2 points while making as much as 667 hp.

Team #1 B.E.S Racing - Ford

Average Torque Average Horsepower
Pull #1 577 504 Pull #2 576 503 Pull #3 577 504
Averages -- 576.7 TQ / 503.7 HP
Total Score = 1080.3




Team 1, BES Racing is experienced at extracting the most from a given combination. At this year's Engine Master Challenge, BES brought the most popular combo of the event, the Ford Windsor/CHI. His engine extracted the most of what this set-up had to offer, finishing eliminations with a higher score than any other team using this combination. The only question in the finals was how far to push the engine to try and take the overall win. With 714 peak hp, the BES entry was a little behind Kaase at the top-end, but they had a definite advantage at the bottom of the rpm range. Bischoff remained cool in the tune-up period, deciding to make minimal tuning changes, and save the engine for the money pulls. The strategy paid off with a solid 1075 score, enough to hang on for the eventual overall win and the ***le as this year's Engine Master.

Team #3 Jon Kaase - Pontiac

Average Torque Average Horsepower
Pull #1 577 505 Pull #2 575 504 Pull #3 574 503
Averages -- 575.3 TQ / 504 HP
Total Score = 1079.3




Team 3, Jon Kaase Racing is always a favorite, and his returning Pontiac came in as compe***or to fear. The engine earned the right to be the final contestant in the finals by a first place score in eliminations. With BES Racing's strong showing, this experienced compe***or had many things to consider in the tune. K***e opened the tune period with some timing changes, and let the engine rest as the clock ticked down to the final money pulls. The Pontiac had shown enormous power and torque up top, posting 726 peak hp, and 645 Lb-Ft of torque. The only weakness to be found was a disadvantage in the roll-in numbers at the bottom of the test rpm range. With a margin of a few points in the warm-up run over the BES score the question was whether the engine could put these figures on the board on the scored pulls. As torque shifted slightly downward with every successive pull, Kaase finished a fraction of one point below BES racing, ending with a 1079.3.












2006 Engine Masters Wrap-Up

Once again the top position in the Engine Masters Challenge came down to the last pull, on the last day, with real tension in the air. The crew at our host facility, World Product’s headquarters on Long Island, NY, had expertly run all of the elimination rounds in their three DTS dyno test cells. Five of the six finalists had run, and the event’s top qualifier was up to bat. Without a doubt, the standings - right down the line - were dependent upon the performance of Jon Kaase’s Pontiac. No one understood this fact better than Tony Bischoff of BES Racing, who was sitting on the top spot with one more player to run. Tony had posted a score of 1080.3, and was well aware that the Pontiac had shown its ability to run at that level or better. If the mighty Pontiac had one weakness, it was in the initial roll-in at the bottom of the rpm range, where Tony’s engine maintained a clear advantage. However, at the top of the curve, the Pontiac was the stronger motor. How these factors played out in the final three pulls would be the decider in this event.



The ever cool BES team maintained a poker face as the Pontiac pulled down for the first of its final series of 3 scored runs. During the warm-up pulls, the Pontiac came in a little under the performance turned-in minutes before. Some power slipped away at the extreme low-end, but would it be enough? No one could say for sure which way this would end, but it was going to be extremely close. Tony himself must have leaped out of his skin as the numbers hit the board. BES racing had taken the event with a 1080.3 score to Kaase’s 1079.3. The event was decided by a single point.



Saturday, the six winning compe***ors returned for tech inspection. Although rumors had been in the air all week, and many of the compe***ors fretted the compression ratio measurements, all were ruled legal by our expert tech inspector, Wesley Roberson. This closed the compe***ion with the standings as listed. The event was overwhelmingly positively received, by our top six finishers, participants and visitors. The top six finalists earned a total of approximately $95,000, to be paid out by the event’s contingency sponsors. With the power, glory, and money on the line, and one of the most exciting finishes ever, this year’s event will go down as one to remember.


link:
B.E.S. RACING WINS THE 2006 JEG'S ENGINE MASTERS CHALLENGE





B.E.S. Racing



Final Rounds
Friday, October 6th 2006

Team # 19 School of Automotive Machinists - Ford

Average Torque Average Horsepower
Pull #1 545 475.1 Pull #2 543 474.1 Pull #3 545 475.5
Averages -- 544.3 TQ / 474.9 HP
Total Score = 1019.2




Team 19, School of Automotive Machinist's Judson M***ingill came to the finals this morning with an all-out at***ude, and the team which did no tuning in qualifying came out of the box with a jet change. During the warm-up this CHI-headed Windsor looked strong. Taking advantage of the 2l0 minute tune-up pulls the SAM team made changes to both the total timing and the curve. It seemed positive in the tune-up pulls, and a final tuning change was made before the money pulls. It seemed like something in the settings hurt the team's score in the money pulls, and surprisingly the engine was down on power compared to the numbers just turned in during tuning. The effort ended with a 1026.4 final score, with peak power number touching 682 hp, and 606 Lb-Ft of torque.




Team # 35 Performance Unlimited - Ford

Average Torque Average Horsepower
Pull #1 548 475.4 Pull #2 548 475.6 Pull #3 550 477.1
Averages -- 548.7 TQ / 476.0 HP
Total Score = 1024.7




Team 35, Performance Unlimited came in with a tuning strategy, addressing both the fuel and ignition, and made several tuning pulls early in the tuning period. For first-time Engine Masters compe***ors, this crew accomplished plenty by making the final field, showing skill and a smooth controlled poise in tending to their Ford Windsor Entry. The tuning leaned towards flattening the early portion of the torque curve; however the numbers were slightly down from qualifying. A score of 1027.7 and as much as 650 peak hp, put this group well in the list of finalist. These guys were enthusiastic about the Compe***ion, and we're certain to see this group again.




Team # 37 RHP/PER/AD - Ford

Average Torque Average Horsepower
Pull #1 567 493.7 Pull #2 566 492.7 Pull #3 567 493.3
Averages -- 566.7 TQ / 493.2 HP
Total Score = 1059.9




Team 37, consisting of Reincarnation High Performance, Pacific Engine Rebuilder, and AD Performance Parts combined their three businesses and specific talents to build this Windsor Ford entry, and the plan seemed to work. Those talents again revealed themselves when the team tuned-in some power, gaining over 5 points from qualifying to finish with a composite score of 1059.9. Without a doubt, the 685 peak hp and 631 peak Lb-Ft of torque represents the sum of a great deal of engine building talent and knowledge.

Team # 44 McKeown - Ford

Average Torque Average Horsepower
Pull #1 566 489.8 Pull #2 569 491.7 Pull #3 569 492
Averages -- 568 TQ / 491.2 HP
Total Score = 1059.2




Team 44, McKeown Motorsports brought yet another strong Windsor Ford/CHI entry. This husband and wife team's motto is "Scientific Performance", and the duo took advantage of modern innovations like no other team. Working with programmed ignition, and their own mixture monitor, it seemed like the pair was ready to tune-in some serious points. With the initial changes, their score was already on the way up, with over 1066 points showing. Then something totally unexpected occurred when a replaced oil filter lost its seal to the block, spilling most of the contents of the lubrication system onto the cell floor. The clean-up ate significantly in their 20-minute tune-up period, and resulted in a loss of reference for the oil level in the sump, possibly leading to an overfill. McKeown ended with 1059.2 points while making as much as 667 hp.

Team #1 B.E.S Racing - Ford

Average Torque Average Horsepower
Pull #1 577 504 Pull #2 576 503 Pull #3 577 504
Averages -- 576.7 TQ / 503.7 HP
Total Score = 1080.3




Team 1, BES Racing is experienced at extracting the most from a given combination. At this year's Engine Master Challenge, BES brought the most popular combo of the event, the Ford Windsor/CHI. His engine extracted the most of what this set-up had to offer, finishing eliminations with a higher score than any other team using this combination. The only question in the finals was how far to push the engine to try and take the overall win. With 714 peak hp, the BES entry was a little behind Kaase at the top-end, but they had a definite advantage at the bottom of the rpm range. Bischoff remained cool in the tune-up period, deciding to make minimal tuning changes, and save the engine for the money pulls. The strategy paid off with a solid 1075 score, enough to hang on for the eventual overall win and the ***le as this year's Engine Master.

Team #3 Jon Kaase - Pontiac

Average Torque Average Horsepower
Pull #1 577 505 Pull #2 575 504 Pull #3 574 503
Averages -- 575.3 TQ / 504 HP
Total Score = 1079.3




Team 3, Jon Kaase Racing is always a favorite, and his returning Pontiac came in as compe***or to fear. The engine earned the right to be the final contestant in the finals by a first place score in eliminations. With BES Racing's strong showing, this experienced compe***or had many things to consider in the tune. K***e opened the tune period with some timing changes, and let the engine rest as the clock ticked down to the final money pulls. The Pontiac had shown enormous power and torque up top, posting 726 peak hp, and 645 Lb-Ft of torque. The only weakness to be found was a disadvantage in the roll-in numbers at the bottom of the test rpm range. With a margin of a few points in the warm-up run over the BES score the question was whether the engine could put these figures on the board on the scored pulls. As torque shifted slightly downward with every successive pull, Kaase finished a fraction of one point below BES racing, ending with a 1079.3.












2006 Engine Masters Wrap-Up

Once again the top position in the Engine Masters Challenge came down to the last pull, on the last day, with real tension in the air. The crew at our host facility, World Product’s headquarters on Long Island, NY, had expertly run all of the elimination rounds in their three DTS dyno test cells. Five of the six finalists had run, and the event’s top qualifier was up to bat. Without a doubt, the standings - right down the line - were dependent upon the performance of Jon Kaase’s Pontiac. No one understood this fact better than Tony Bischoff of BES Racing, who was sitting on the top spot with one more player to run. Tony had posted a score of 1080.3, and was well aware that the Pontiac had shown its ability to run at that level or better. If the mighty Pontiac had one weakness, it was in the initial roll-in at the bottom of the rpm range, where Tony’s engine maintained a clear advantage. However, at the top of the curve, the Pontiac was the stronger motor. How these factors played out in the final three pulls would be the decider in this event.



The ever cool BES team maintained a poker face as the Pontiac pulled down for the first of its final series of 3 scored runs. During the warm-up pulls, the Pontiac came in a little under the performance turned-in minutes before. Some power slipped away at the extreme low-end, but would it be enough? No one could say for sure which way this would end, but it was going to be extremely close. Tony himself must have leaped out of his skin as the numbers hit the board. BES racing had taken the event with a 1080.3 score to Kaase’s 1079.3. The event was decided by a single point.



Saturday, the six winning compe***ors returned for tech inspection. Although rumors had been in the air all week, and many of the compe***ors fretted the compression ratio measurements, all were ruled legal by our expert tech inspector, Wesley Roberson. This closed the compe***ion with the standings as listed. The event was overwhelmingly positively received, by our top six finishers, participants and visitors. The top six finalists earned a total of approximately $95,000, to be paid out by the event’s contingency sponsors. With the power, glory, and money on the line, and one of the most exciting finishes ever, this year’s event will go down as one to remember.

 

Maybe you should remove yourself to a ford board Henry.. No one cares about your mightier ford-than-thou insecurities, but you.. Maybe that's why you are the only one on here *****ing about it.

And for the record.... g***ers didn't start using other engines just because willys didn't have a HEMI... sheesh are you serious? One reason so many fords got other engines is cause The original Henry was a cheap ******* and hung on to the flathead too damn long while everyone else was moving on to higher HP and overhead valves. You honestly think a drag racer would stick with a 100hp starting point when he could drop in an olds with 135hp in 1949? in '53 Olds had 165hp for still had 105 or so. Caddy had 160hp in '49.

By the way I have a shoebox with a 327 AND a '53 with a flathead.

Dan,

I think I have around $800 in my 327.. I doubt it makes 400hp...i'd be happy with 300, but It is completely rebuilt. bottom end, top end valvetrain, and that price included the price of the block and I didn't reuse anything. I probably got some help on the parts prices, but it is still very affordable to build a SBC.

 

And they spent 10 grand............+

 

Henry, that post hurt my brain. Please don't do it again { grinnin" } It would be nice if Engine Masters would donate a motor and sponsorship since we share the same last name!

 

This is going to get ugly! LOL. If you guys had any real taste you would be building Nailheads! That should poke the hornets nest.