1964 427 Hi Rise motor now a 482. What HP #'s are REALISTIC

[BH107]

Curious as to how different my cam specs are to his and what carbs were used?

715s are the factory CU/CV carbs.

There were only 2 production 8V intakes, the D and the F. The earlier D intake had runners like the LR intakes, and the later F intakes had the runners arranged like the later MR intakes. There was also an earlier XE 8V intake in late 63 that was later given the D part number.

[thatdarncat]

The last letter of the casting id is the letter D indicating that this is the 4th generation hi rise intake.
There was some question earlier that the early castings weren't as good but it's difficult to determine at which point major design improvements occurred. The runners have been worked extensively by my machinist and port matched so it's all it can be and don't want aftermarket.
Have a tentative date with the dyno on Friday.
WOOOOOOHOOOOOOO!

Actually the "D" doesn't mean it was the 4th generation High Riser intake, it just means it was the 4th intake design Ford did for that model year, and in this case the "A" full size body family. The others could be any engine, cast iron intakes, and even designs that never made it into production. In the case of 427 2-4v High Risers the "D" is the earlier intake and the "F" is the later design. The "E" and "G" are the 4V versions, early & late. There were most likely other High Riser intakes with no casting number and prototypes too. Here are a couple links to pictures on MustangTek so you can see pictures of the difference in runner pattern:

http://mustangtek.com/Intake/C4AE-9425-D.html

http://mustangtek.com/Intake/C4AE-9425-F.html

I don't have any personal experience with High Risers, I'd certainly defer to what people like Blair have found through hands on testing. He's built plenty of High Risers for serious racers.

There is a lot of cylinder head flow that can be found in the valve job and angles, along with just the design of the valves too, and in the case High Risers probably filling, not just enlarging the intake ports. Much depends on how you intend to use the engine / vehicle.

BH107 beat me to the intake info while I was typing.

[ScotiaFE]

Here is the car.
Very Nice.
Which Jerico do you use?
I have a home made one and a vintage one.

[thatdarncat]

That's a beautiful car. That thing is going to MOVE with that motor.

[Stampeed]

Thanks So Much Gentlemen for the info. I would consider buying an F code manifold. Would have been great to to be able to swap them on the dyno tomorrow and know exactly the performance difference.

[Stampeed]

How can I contact Blair to ask some questions or his website please.

[Joe-JDC]

If you machinist did open up the ports to the HR gasket size, then there would not be a lot of difference between the F manifold and your reworked intake.  Opening up the HR manifolds is not always the best for torque and high end power.  They flow so much more air than most heads are capable of being ported to flow.  Example:  I did a couple of different sets of HR heads and intakes, and the heads will come in at ~345cfm with a 2.190" intake valve, and the intake manifolds will flow well over 410 cfm with opening up the ports to the gasket sizes.   I have flowed other folks ported heads, and not many will flow in the 340 cfm range.  A stock set of iron heads that I flowed recently were almost NOS, and they only flowed 285 cfm from .500-750".  Most drag race engines want the flow of the intake at 125% of the heads, but with as small of a cross sectional port as possible to keep the torque up.  Unless you find a F intake at a reasonable price, I would not worry about the possible differences.   Joe-JDC

[Stampeed]

Oh I see Capt CJ is Blair.

[Stampeed]

Wayne Sharky matched the port to the gasket yes. he ported the heads and did the valves and they flow a true 350 cfm. Great job I think. 2.250 and 1.70. Truthfully I'm getting caught up in the numbers and agree that the difference in performance for the cost of buying a quality piece for my purpose may be foolish. At 56 I still can't get enough. Still doing the street outlaw stuff.
You saw my cam specs so I've got friends taking a guess at the HP and Torque numbers before the dyne tomorrow. Take a shot?
I'm thinking 665-675 and 620 torque.
I'd love to see 700 like some folks are getting. I'm beginning to think different dynos with the same motor and you get different numbers.

[Stampeed]

Hey Guys, these 750 vacuum secondary carbs aren't doing the job on the dyno. I.m leaning toward a pair of 750 Quick fuel's. Thoughts please.
Also will need to mount them sideways. I can only find an open bore adapter from Edelbrock and an Offy.
Does this present much of a flow issue into the High rise manifold?
Thanks

[Joe-JDC]

High riser intakes allow two carbs mounted in line.  You don't have to turn them sideways.  If you have already made a run on the dyno, you should see that there is room.  Also, you may have to put a mechanical stop to cause the secondaries to open if the springs are too strong.  Joe-JDC

[jayb]

Hey Guys, these 750 vacuum secondary carbs aren't doing the job on the dyno. I.m leaning toward a pair of 750 Quick fuel's. Thoughts please.
Also will need to mount them sideways. I can only find an open bore adapter from Edelbrock and an Offy.
Does this present much of a flow issue into the High rise manifold?
Thanks

Usually to get the secondaries to open under the load imposed by the dyno, you have to use either a very light spring, or tie them to open mechanically.  You can do this easily by using small tie wraps, through the slot in the secondary throttle shaft bracket, to hold the arm that goes in the slot against the bracket.  Then when you go to full throttle, all 8 butterflies will be open.  This is a common trick on the dyno with these carbs.

[Stampeed]

Hey guys I would like to try a tunnel wedge 2x4 hi rise for my factory cast iron hi rise heads. any aftermarket pieces available?

[BH107]

Dove made/makes them, but like all of their parts availability is the problem. They also don't have the wider carb spacing for the factory 4150 carbs.

[cjshaker]

Right now ANY tunnel wedge intake, whether original or aftermarket, seems pretty hard to come by. At least for anything that would be considered a reasonable price.