If any of you all want to put some kick in your inline pony I have done it and would love to share what I know. I built a 250 that dynoed at 387 bhp @ 7800 rpm using no nos and normally asperated. Drop me a line if this is up your alley
Revision #1 I was asked to give details, ok here is what went into this engine at the time. Bear in mind some of these parts have been obsoleted over time, I built this engine back in 1982.
Offenhauser intake adapter: 3 Autolite 1100 series carbs
larger valves
double dampened valve springs for high rpms
solid lifter cam ground to my specs
Hooker duel exhaust header
Mallory YC series duel point distributor (with the trick looking marine water proof cap)
13.75:1 compression pistons
Hays aluminum and brass flywheel for an 11" clutch
Engine was fully balanced and Blueprinted
use of a 250 allows for the use of a V-8 transmission...close ratio Borg-Warner 4 speed
beefed up U joints
9" rearend (from a 1957 Ford Fairlane Station Wagon...narrowest 9" Ford produced and
had the 2 1/2" wide brake shoes same as the GT-350R's...who needs disk brakes)
4.11 Detroit Locker
also run a cold plug, I ran Autolite "Racing 32's" as far as I know the coldest street plug
This Engine could be wrapped up to 8000 rpm+ I had done so auto crossing several times
going into a turn at around 7000 rpm and breaking traction for a moment and laying
the needle of my tach hard on the peg.
I understand that currently one may want to run electronic ignition and my compression is not very streetable but being an aircraft mechanic I was able to run av-gas. I also know that the intake adapter I used is still available from Clifford 6=8 research and can currently be fitted with Webber carbs possibly a somewhat better choice than what I was able to fit to it back in 1982. The tri-power intake mod does conflict with stock hood to carb/aircleaner clearance so the use of some sort of hood scoop design is a must. I used a fiberglass hood with the 1967 style Shelby double scoop on my 1965 Notchback. It is a fairly wide scoop and worked really well because remember on the 6 cyl the carbs are not exactly centered under the hood like on a V-8 but slightly off to one side.
Revision #1 I was asked to give details, ok here is what went into this engine at the time. Bear in mind some of these parts have been obsoleted over time, I built this engine back in 1982.
Offenhauser intake adapter: 3 Autolite 1100 series carbs
larger valves
double dampened valve springs for high rpms
solid lifter cam ground to my specs
Hooker duel exhaust header
Mallory YC series duel point distributor (with the trick looking marine water proof cap)
13.75:1 compression pistons
Hays aluminum and brass flywheel for an 11" clutch
Engine was fully balanced and Blueprinted
use of a 250 allows for the use of a V-8 transmission...close ratio Borg-Warner 4 speed
beefed up U joints
9" rearend (from a 1957 Ford Fairlane Station Wagon...narrowest 9" Ford produced and
had the 2 1/2" wide brake shoes same as the GT-350R's...who needs disk brakes)
4.11 Detroit Locker
also run a cold plug, I ran Autolite "Racing 32's" as far as I know the coldest street plug
This Engine could be wrapped up to 8000 rpm+ I had done so auto crossing several times
going into a turn at around 7000 rpm and breaking traction for a moment and laying
the needle of my tach hard on the peg.
I understand that currently one may want to run electronic ignition and my compression is not very streetable but being an aircraft mechanic I was able to run av-gas. I also know that the intake adapter I used is still available from Clifford 6=8 research and can currently be fitted with Webber carbs possibly a somewhat better choice than what I was able to fit to it back in 1982. The tri-power intake mod does conflict with stock hood to carb/aircleaner clearance so the use of some sort of hood scoop design is a must. I used a fiberglass hood with the 1967 style Shelby double scoop on my 1965 Notchback. It is a fairly wide scoop and worked really well because remember on the 6 cyl the carbs are not exactly centered under the hood like on a V-8 but slightly off to one side.